LOCOMOTIVE APPLIANCES 



SUPPLEMENT TO 



THE SCIENCE OF RAILWAYS 



BY 

MARSHALL MONROE KIRKMAN 



PUBLISHED BY 

THE WORLD RAILWAY PUBLISHING COMPANY, 



NEW YORK AND CHICAGO: 

THE WORLD RAILWAY PUBLISHING COMPANY. 

1903. 



>X\(a 



THE LIBRARY OF j 
CONGRESS, 

Two Copies Received j 

MAR 28 1903 

Copyright Entry I 
CLASS 0/ XXc. No 
COPY B, 



hv 



copyright by 

The World Railway Publishing Company 

1902, 1903. 

All rights reserved. 



• • • • 



t • • •-• 



•* • • • « 




THE HENNEBERRY COMPANY 
PRINTERS... . BINDERS.... CHICAGO 



CONTENTS.* 

PAGE 

Headlight . 9 

Pyle national electric. 

Pressure regulators or reducing valves 30 

Directions for the management of steam heating on railway trains 31 

Mason 32 

Gold • 36 

Climax -. 37 

Eclipse ' 39 

Taafel 41 

Ross . . : r 43 

Special automatic relief valve 45 

Rules for engineers 47 

Air brake apparatus 4\ 

Duplex air pump — New York air brake 49 

Triple valves — New York air brake 53 

Westinghouse " 1900 " feed valve or train line governor — slide 

valve pattern 62 

High pressure controlling apparatus 65 

Brake shoes 68 

The Sargent 70 

Engine truck and tender 73 

The Lappin 75 

The Corning . . . 78 

Flexible metallic joints : 81 

The Moran 83 

McLaughlin's 84 

Climax 86 

Pressure gauges 88 

Siphons and siphon cocks 92 

Crosby 95 

Lane 99 

Star 100 

Ashcroft 101 

Utica 102 

Duplex air brake 104 

Pressure recording gauges 110 

Gauge hand or " pointer" pullers 112 

Testing gauges 113 

Pop safety valves 120 

Coale 121 

Star 122 

Meady 124 

Crosby 126 

Consolidated 130 

Ashton 132 

Injectors 134 

Sellers' 139 

Nathan "simplex" 148 

Nathan "monitor" 151 

Metropolitan 152 

*A List of Illustrations will be found at page 477 of this volume. 

(3) 



4 CONTENTS, 

PAGE. 

Injectors (continued) 134 

Hancock inspirator 156 

Hancock "composite" inspirator 161 

Lunkenheimer 163 

Ohio 167 

Niagara 168 

Little Giant 169 

Boiler washing and testing apparatus , 171 

Swing intermediate or line check valve 172 

Oil cup for injectors and inspirators 173 

The ejector or jet pump 174 

Locomotive boiler checks 177 

Locomotive slide valves 1 81 

Richardson balanced slide 182 

Allen-Richardson balanced slide 184 

American balanced valve " 187 

Piston valve 197 

Water gauges and gauge cocks , 199 

Mason air brake pump regulator or governor 203 

Locomotive steam whistles 208 

Stay-bolts 212 

Locomotive eccentrics 219 

Rod packing 221 

United States metallic packing 222 

United States valve-stem packing 225 

Jerome metallic packing 227 

Jerome valve-stem packing 229 

Air pump metallic packing 231 

United States air pump packing 231 

Jerome air pump packing 232 

Swab holders . 234 

Locomotive lubrication 235 

Locomotive lubricator 235 

Detroit triple feed 250 

Detroit triple feed with tippett attachment 258 

Michigan sight feed 264 

Seibert sight feed 271 

Force feed lubricators 274 

Cory's 274 

McCanna 277 

Engine truck oil cellar and sight feed oil cup 280 

Oil cups 284 

Guide cups 285 

Spindle feed cups 286 

Open cups - 287 

Grease cups 288 

Hand oilers 290 

Lubrication of journals . . . . 291 

Packing in journal boxes 292 

Journal box dust guards • 305 

Harrison dust guard 305 

Locomotive bell ringers 307 

Gollmar 307 

Sansom 311 

Chicago 313 

Automatic steam blowers 314 

Huff 314 

C. & N.-W. R'y blower valve 318 



CONTENTS. 5 

PAGE. 

Variable exhaust nozzles 320 

Wallace & Kellogg's 321 

Huff 322 

Wallace & Kellogg's air pump exhaust feed water heater and 

cylinder lubricator : . . . . 327 

Boiler cleaners 330 

Mcintosh pneumatic blow-off cock ....'. 330 

Hornish mechanical boiler cleaner _. 335 

Climax blow-off cock 341 

Little Giant pneumatic blow-off cock 343 

Johnstone blow-off valve 344 

Homestead blow-off valve 345 

Automatic air and steam coupler 346 

Linstrom syphon pipe . 349 

Locomotive feed-water strainers 351 

Sellers' 351 

Heath 353 

H-D 353 

Hancock 354 

Snow fl anger . 356 

Q and C— Priest 356 

New engineer's brake valve — New York Air Brake Company. . .358 

Automatic emergency recorder 365 

Automatic brake-slack adjuster 369 

Globe valves, relief valves, etc . 371 

Crosby spring seat valve 372 

Homestead straight-way valve ^ . . . . 373 

Steam chest vacuum valves 374 

Richardson relief valve 375 

Blackall relief valve 376 

Richardson combined pressure and vacuum relief valve 377 

Locomotive boiler coverings 379 

Steam engine indicators 383 

Crosby 384 

Tabor 391 

Ashcroft reducing wheels ' 398 

Thompson • 493 

Reading indicator diagrams 405 

Boyer speed recorder 407 

Crosby locomotive revolution counter 421 

Automatic couplers .422 

Coupler emergency knuckle 423 

Cast-steel for locomotive parts 425 

Heating engine houses 428 

Smoke jacks for engine houses 432 

Fire kindlers -. 435 

Jack screws and power hoists 437 

Locomotive or car pusher 447 

Track sanders 448 

Leach "D" 449 

"She" 455 

Sherburne's arrangement for automatic sanding 458 

Huff pneumatic 460 

A. B. C 464 

"Mudd" 465 

Pneumatic tools 469 



INTRODUCTION. 



In the case of many mechanical inventions, it has 
often happened that the machine left the hands of its 
inventor in its most complicated and cumbrous form, 
and it remained for the practical man and operator 
afterward to simplify it, without reducing the advan- 
tages of the mechanism as a whole, but rather 
increasing its efficiency. Thus, in the process of 
time, the machine, once complex and confusing in its 
many parts, became shorn of its excrescences, and 
simplicity rather than complexity characterized its 
construction. Such, however, has not been the case 
with the locomotive; early types were entirely lacking 
in the many appliances that now play so important a 
part in its operation, and which form the subject of 
this volume. 

Time was, within the memory of many engineers, 
shopmen and others connected with the mechanical 
department of railways, when the contents of this 
volume could have been included in a brief pamphlet. 
In the early days there was nothing in the cab but the 
gauge cocks, throttle and reverse lever; upon the 
outside the attractive features were mainly rings, 
bands, and casings of polished brass, upon which the 
fireman lavished much time and labor in burnishing. 
To-day the locomotive engineer finds in his cab close 
at hand a multitude of appliances with which he must 
be familiar in order to be the master of his machine 

(6) 



INTRODUCTION: 7 

and compel its prompt and unfailing response to his 
behests. Within the radius of his arm are a multi- 
tude of levers and cocks, the touching of which sets in 
motion complicated mechanisms that perform some 
necessary function in the movement of his train. 
Originally, the engineer's control was limited to his 
machine; now he is master of the whole train from 
the headlight on his engine's front to the last truck on 
the rear of his train. With his injector he controls his 
water supply; the automatic lubricator has sup- 
planted the hand oiler; the air pump controls the 
brakes; his steam, air and steam heating gauges 
keep him advised of the needs of his train in these 
directions; his speed recorder tells him what work 
his engine is accomplishing; and so on. Each of 
these appliances, and many others treated of in this 
volume, has come into being to meet some apparent 
need or answer some well defined purpose, and the 
sum of them all has transformed the locomotive from 
the rampant, noisy, spasmodic pigmy of its inventor 
to the graceful, unfailing and swift giant of to-day. 
When it is remembered that it is but a part of the 
locomotive engineer's or fireman's business to be 
informed as to the construction, operation and care of 
these and many other appliances, it is not surprising 
that he should be classed among the most skilled 
artisans of the age. 

It is essential that the engineer, fireman, shopman 
and mechanical student of railways should be familiar 
with the construction and operation of each of the 
subsidiary machines and devices, that, taken 
together, form the perfect modern locomotive, if he 
hopes to attain success in his profession, and the aim 



8 INTRODUCTION. 

of this work will be achieved if it makes the purpose, 
construction, operation and maintenance of loco- 
motive appliances now in general use more clear to 
those interested. 

Any treatise on designs, special attachments or 
inventions such as the locomotive appliances 
described herein, must necessarily be largely tech- 
nical, else it would be untrue to its purpose, but I 
have not deemed it necessary to burden this book 
with mathematical formulas understandable only by 
those who have been initiated into the higher branches 
of mathematics. Indeed, my object has been to 
make this treatise so clear and simple that the 
youngest fireman may comprehend its statements. 

In the compilation of this work I have had the 
benefit of the active advice and invaluable assistance 
of Mr. Edward Williams Pratt, Mechanical Engineer, 
a man of talent, and recognized authority on loco- 
motive appliances, and who, in that connection, has 
been for many years a trusted and highly honored 
official of one of the largest and best managed rail- 
ways of the world. 

In conclusion, I would state that this volume is 
intended as a supplement to my larger and more 
comprehensive work, "The Science of Rail- 
ways," which takes up the whole field of railway 
operation, and in which the duties of engineers and 
firemen, the operation of the locomotive, the air- 
brake, etc., are carefully set forth.* 

M. M. KlRKMAN. 



*See advertisement at end of book. — Publishers. 




*i;he locomotive being given a number so taat it 



DESCRIPTION OF THE LOCOMOTIVE, AS PEE DIAGRAM HEREWITH. 



PLATE I. 





07 


Cvlinder Casing. 


127. 


Boiler Jacket. 


102 


Stand Pipe. 




6E 


Cvlinder Cocks. 




Jacket Rands. 


193 


Dry Pipe Hangers. 




0£ 


Cvlif.dvr Cocks Ringing. 




Hand Rail. 


194. 


Throttle Pipe. 


70 




130. 


Hand Rail Braokets. 


105. 


Throttle Valve. 






Engine Truck Wheel. 


131. 


Boll Stand. 


J 06. 


Throttle Bell Crank. 




72 


Kngine Truck Tire, 


132. 


Bell. 


107. 


Throttle Stem. 




73 


Engine Truck Axle. 


133. 


Air Bell Ringer. 


108 








Enpine Truck Brass. 




Sand Box. 


199. 


Dome Cap. 




75 


Ens/ine Truck Hox. 


135. 


Sand Box Lever. 




Dome Casing. 




76 


Engine Truok Pedestal. 


136. 


Snnd Pipe. 


201. 


SaiiMy Valves. 




V 






Driving Wheel Tire. 


202. 


Chime Whistles. 




7o 


i . .. i ruol i'"<iostal 


138. 


Driving Wheel Centers. 


203. 


Whi-tle Rig. 








130. 


Ash Pan. 


204. 


Ventilator. 








140. 


Driver Brakes. 


205. 


Cab. 




80 






1 irivc.r Springs. 


206. 


Air Pump Lubricator. 




81 


Engine Truck Spring 




Driver Spring Hangers. 


207. 








Hanger, 


143. 


Driver S| rim: hquah/ers. 


208. 


Htojim Cnuge. 




83. 


Engine Truck Spring. 




Driver Spring l-Tan^cr Brace 


209. 


Steam Turret. 






Kngine Truck Sprint: Bund. 


145. 


Lower Rail of Frame. 


210. 


Injector Throttle. 




84. 


From. Signal Line Cook. 


146. 


Pedestal Brace. 


211. 


Blower Cock. 




85. 


Safety Hanger. 


147. 


Driving Box Shoe. 


212. 


GaiH-e Lump. 




89. 


Truck Brake. 


148. 


Driving Box Wedge. 


213. 






87. 


Wheel Cuard. 


140. 


Wedge Bolt. 








88. 


Air; signal Pipe. 


150. 


Driving Box. 




Throi tit: Lever. 




81). 


Guides. 


161. 


Driving Axle. 


216. 


Sand Lever. 




SO. 




152. 


Side or Parallel Rod. 


217. 


Reverse Lever. 




01. 








218. 


Engineer's Brake Valve. 


Delleotor Piute Adjuster. 


02 


Main Rod. 


154. 


Main Rod Connection. 


210. 


Gauge Cocks. 


Air Pump ExhaustPipe. 


03. 


Main Knd Front Strap. 


155. 


Main Frame. 




Quadrant. 




04. 


Key. 


156. 


Frame Brace. 


221. 






05. 








222. 


Fire Door. 




06. 




158. 


Go Ahead Eccentric. 


223. 


Cvlinder Cock Lever. 












224. 


Si-ht-lVei] Lubricator. 




08. 


Air Drum Bracket. 


160. 


Co Ahead Lecentrie Rod. 


225. 


Oil fan Shelf. 




00. 


Air Drum. 




(Jo Ali-'-id Eccentric Strap. 


220. 






100. 






Buck Up Eccentric Rod. 


227. 


Shake Lever Stub. 










Back 1'p Cccentric. Si rap. 


228. 


Ash Ban Damper Handle. 










Grate Shaking Rig. 


229. 


Whistle Signal Valve. 


A nil IIiliiiI Rail. 


102. 








230. 


Bin ke \ alvc Reservoir. 


Oil Pipe Plug. 


103. 












Cvlin. u-.r Saddle. 


104. 


Wash Out Plugs. 


167. 


Expansion Link. 


232. 


Train Pipe Hose. 










Running Board, 

Air Cvlinder Brake Bump. 














234- 


Signal Pipe Hose. 


Steam Chest. 




Link Block Pin. 




Steam Cylinder Brake 


235. 


Feed Pipe Hanger. 


Relief Valve. 












Feed Pipe. 


Balance Plate. 


100. 








237. 


Feed Pipe Hose. 


Hiluik'oil slide Valve. 








Delivery to Drum. 






Valve Yoke. 












Cab Bracket. 


Valve Stem. 










210. 












Pump KslnuisB 'oniiection. 


241. 




Valve Stem Connection. 










242. 


Fngiue Brak'- Auxiliary. 


Valve Seat. 


113. 








243. 


Connection lo Truck Brake 


Bridges. 
Exhaust Port. 




Tuiiibiiii;; Shalt Lever. 
Covin l er Balance Sprinrand 


178. 


Pump Valve Case. 


244. 


Driver Brake Cut H U 1 Cork. 


Front Train Lino Cock. 








245. 




Steam Ports. 










246. 


Bell Ringer Valve. 
















Back Cylinder-Head. 














I'ish.n l 'ucklug. 


no. 










Main Reservoir Connection 




120. 


























Piston Packing Rings. 
Truck Center Castl up. 












Air Gauge. 










251. 


Glass Water Gauge. 


Front Cylinder-Head. 














Cylinder Head Casing. 
Cylinder Lagging. 


125. 




100. 








126. 


Boiler Lagging. 


101. 


Dry Pipe. 








THE AMERICAN STEAM LOCOMOTIVE.— Prepared exclusively for Kirkman's "Science of Railways." 

Particularizing the different parts of the locomotive and giving the names by which they are known to those connected with the Motive Power Department. It is at once a Chart and an Encyclopedia, each part of the locomotive being given 

may be recognized and quickly referred to. 



i number ao taut it 



HEADLIGHT. 

THE PYLE-NATIOXAL ELECTRIC HEADLIGHT. 

It is a rule of the train service that engines running 
after sunset, or when obscured by fog or other cause, 
must display a headlight. As the headlight, apart 
from its function as a train signal, is also a safety 
device, its purpose being to disclose to the engineer 
the track that lies before him, it follows that its light 
must be characterized by brilliancy and penetration. 
Naturally, therefore, electricity has been made use of, 
and successfully, so that many high speed passenger 
locomotives are now equipped with electric head- 
lights, and a full and detailed description of the 
mechanism and operation of the Pyle-Xational Elec- 
tric Headlight is here given. 

This headlight is composed of three principal parts, 
the engine, the dynamo and the lamp. Fig. 1 shows 
the general application of the whole to a locomotive; 
Fig. 2 shows the details of the engine and dynamo, 
and Figs. 3 and 4 show two styles of lamps. 

The Engine-Its character, and instructions regard- 
ing its use. — The engine is known as the Pyle com- 
pound steam turbine. There are no wearing surfaces 
inside the engine requiring lubrication, hence there is 
no sight-feed lubricator in the cab. 

Before starting the engine be sure the casing is 
thoroughly drained, and do not turn on steam too 
suddenly in starting the light, thus allowing time for 

(9) 



10 



LOCOMOTIVE APPLIANCES. 




I 

o 

a 

o 

u 

o 

Hi 

PI 
o 

-p 

9 



. o 

^ g 



o 

Hi 

3 
o 

W 



LOCOMOTIVE APPLIANCES. 11 

the condensation to get out of the engine. It is most 
important to have dry steam. 

Remove the plug in the top of the engine once or 
twice per month and pour in a little black oil. This 
will prevent corrosion of parts. The inside bearing 
only needs enough oil in the bottom for the loose ring 
to touch the oil and carry up on top of the shaft. If 
too much oil is used it will be thrown out of the ends 
of the cellar by the motion of the locomotive, which 
may ruin the armature. The outside bearing should 
be filled each trip. Valve or cylinder oil should be 
used in these bearings. 

Round house inspectors should pull out one of the 
lead wires from the dynamo to lamp, turn on steam 
and take the speed. If the speed is above 2,500 revo- 
lutions per minute, the governor valves (No. 38, Fig. 
2) are cut and should be "ground in" or faced off to 
make a perfect seat. This should be done once a 
month. If the valves become cut too badly the 
engine will "run away" and be broken by centrifugal 
force. 

The Dynamo — Its construction, care and mainte- 
nance. — The dynamo is constructed on the latest 
scientific principles, and the electrical balance is so 
perfect that no sparks should be seen at the brushes. 
The armature is held in place on the engine shaft by 
one screw which can be easily taken out if occasion 
demands. The brushholders are fixed, and the 
brushes can be taken out and replaced without chang- 
ing the tension of the springs. A graphite brush is 
used for the top and a carbon brush for the bottom, 
and if they be given only a few moments' care each 
trip, there will be no trouble at all when on the road. 



12 



LOCOMOTIVE APPLIANCES. 




LOCOMOTIVE APPLIANCES. 13 

The mica between the copper strips of the com- 
mutator should always be a trifle below the surface. 
If it gets too high, file it down with a small file. Do 
not get it too low, as it will collect dirt, etc., and cause 
a short circuit. 

Be sure and have the brushes fit perfectly on the 
commutator. If they have poor contact, the brushes 
will spark. If the commutator is running dark and 
has the appearance of getting rough, clean it up. To 
do this nicely, remove the brushes and with a strip of 
No. sand paper (not emery paper), about the width 
of the brushes, holding by the ends of the sand paper 
on the commutator while running. Do not press 
the sand paper on with the fingers, for if there are 
any low spots they will increase in size. 



Names and Num 


bers of Parts. Fig. 2. 


1 Main Casting, 5 rows Buckets. 


31 


Governor Weight. 


2 Wheel, 5 rows Buckets. 


32 


Spring Clamp. 


21 Wheel, 4 rows Buckets. 


33 


Cast Iron Washer. 


3 Engine Cap. 


34 


Connecting Link. 


5 Box Yoke. 


35 


Governor Stand. 


6 Oil Cover, outside. 


36 


Cross Arm. 


61 Oil Cover, inside. 


37 


Center Piece. 


7 Pole Pieces. 


38 


Bronze P^nger, or Governor 


8 End Thrust. 




Valve. 


9 Brass Yoke. 


39 


Graphite Ring. 


10 Top Brush Holder. 


411 Governor Springs. 


11 Bottom Brush Holder. 


42 


Cap Spring. 


12 Commutator. 


45 


Armature Lock Screw. 


121 Armature Spider. 


46 


Cap Screw. 


13 Commutator Ring. 


47 


Cap Screw. 


14 Dynamo Door. 


68 


Binding Post Screw. 


141 Name Plate. 


97 


Insulation Washer. 


15 Commutator Nut. 


971 Insulation. 


16 Outside Washer. 


101 


Main Casting, 4 rows Buckets. 


17 Long Bushing. 


105 


Dynamo Feet, new style. 


18 Short Bushing. 


110 


Brush Spring Adjusting Screw. 


20 Stuffing Box, 

21 Gland Nut. 


111 


Connecting Screw for Inc. Wire. 


112 


Connecting Screw for upper field. 


22^ Oil Ring. 


113 


Brush Spring. 


25 Top Field Washer. 


114 


Brush Clamp Spring. 


26 Bottom Field Washer. 


115 


Insulating Bushing. 


27 Dynamo Feet, old style. 


116 


Brush Clamp. 


28 Binding Post, large hole. 


117 


Governor Spring Adjusting Screw. 


281 Binding Post Nut. 


118 


Oil Cover, Set Screw. 


29 Binding Post, small hole. 


123 


Top Field Cover. 


30 Governor Weight Clamp. 


152 


Top Field, complete. 


30 J Governor Saddle Screw. 


1521 Bottom Field, complete. 



14 LOCOMOTIVE APPLIANCES. 

If the brush tension spring is too tight, it creates 
friction, heat and unnecessary wear, both to the 
commutator and the brushes. If too loose it will 
spark and the commutator will not run clean. It 
should be just tight enough to prevent sparking. In 
this case a little judgment must be used, for if the 
brushes are not in the proper condition or the com- 
mutator smooth and true, there will be sparking at 
the brushes, no matter how much pressure is used. 
Do not forget that the commutator is the vital part of 
all dynamos, and none will run successfully without 
regular care and attention. The voltage of the 
dynamo is entirely too low to force a current through 
any portion of a man's body, so it may be handled 
freely without danger. A few moments' attention 
should be given each day to keep the plant in perfect 
condition. Failing to follow these instructions, the 
light may fail. 

If the commutator becomes rough or out of round, 
it should be trued up in a lathe. The tool used must 
be very sharp, and light cuts must be taken; then 
polish it with fine sand paper. It must be carefully 
examined to see that no two sections touch, as the 
copper is liable to lag or burr from one section to the 
other, and before putting it back, it would be better 
to cut or file the mica (between each section) a little 
below the surface, for it does not wear away as fast 
as the copper, and if the mica is not cut away, it may 
lead to sparking. After doing this, be sure no ragged 
edges of copper stick up, for this will cut away the 
brushes rapidly. The speed of the armature should 
be as near 1,800 revolutions per minute as possible, 
unless the copper electrode burns off, when it should 
be reduced. 



LOCOMOTIVE APPLIANCES. 15 

Sparking is caused from poor contact or none at all, 
which necessitates the current passing through the 
intervening space, thus producing a flash or spark. 

The Lamp is simple, durable and reliable, and 
after a few trials it will be found an easy matter to trim 
it in the dark, should occasion demand.. In putting 
in the top carbon, it will prove much better to remove 
the carbon holder (Nos. 87 and 88, Figs. 3 and 4) from 
the slide (No. 100). After securing the carbon in the 
holder, take it between the thumb and fore-finger and 
with the remaining fingers resting on the guide (No. 
100) it can easily be put in place. If it is desired to 
clean the reflector, remove only the top guide (No. 
100) by loosening thumb-nut (No. 79) at the end of the 
upper arm; then the guide, carbon and carbon-holder 
can easily be removed. 

The tension spring (No. 93) in the lamp is for two 
purposes. It brings together the points of the car- 
bons, so as to establish the arc when the dynamo is 
set in motion, for there must be a complete circuit 
before any current may be had. If the carbons are 
separated only a small fraction of an inch, the lamp 
will refuse to work, because the current will not jump 
across the separation. Sometimes there will be a 
deposit of scale on the point of the lower copper elec- 
trode which prevents the top carbon touching the 
copper and as the current will not go through this 
scale, no light will be had until it is removed. It is 
suggested that engineers see that the point of copper 
is clean before each trip. 

Suppose all wires are connected and the lamp prop- 
erly trimmed; turn on the steam and set the armature 
in motion. The current enters the lamp and passing 



16 



LOCOMOTIVE APPLIANCES. 




Fig. 3. 
Electric Headlight — Lamp "B.' 



LOCOMOTIVE APPLIANCES. 



J7 



through or around solenoid magnet (No. 65) draws 
down the iron armature (No. 64). This in turn 
separates the carbons, thus forming the arc or light. 
It will be noticed that the spring is secured to the end 
of lever (No. 60) toward the carbons, or on the opposite 
end from the magnet and pulls against it. This pre- 
vents solenoid No. 65 from pulling the carbons too far 
apart. The volume of light will depend largely on 
the way this tension spring is regulated. It may be 
so tight that the magnet will be unable to separate the 
carbons, consequently there will be no light. If the 
dynamo be run too long while the lamp is this way, 
the armature will be burned out or the fields for the 
current become very heavy. 
If the tension spring (No. 93) is very loose, the lamp 





Names and Numbers of Parts. Fig. 3. 


28 


Binding Post, large hole. 


751 Top Clutch Screw Nut. 


281 


Binding Post Nut. 


76 Screw Eve. 


29 


Binding Post, small hole. 


77 Clutch. 


40 


Reflector Bottom Clamp. 


78 Clutch Rod Weight. 


401 


Reflector Top Clamp. 


781 Clutch Rod. 


41 


Reflector Support. 


80 Top Bracket. 


501 


Lamp Base. 


81 Thumb Screw. 


511 


Lamp Column. 


82 Clutch Foot. 


52 


Large Bottom Clamp. 


821 Clutch Foot Rod. 


53 


Small Bottom Clamp. 


83 Upper Guide Bracket. 


54 


Hand Nut. 


84 Middle Guide. 


55 


Hand Washer. 


85 Lower Guide Bracket. 


56 


Top Bracket. 


96J Mica Insulation. 


58 


Tension Spring Screw. 


87 Top Carbon Clamp, male. 


581 


Tension Screw Nut. 


88 Carbon Clamp, female. 


59 


Top Lever. 


881 Carbon Holder Connecting 


60 


Small Lever. 


89 Upper Guide. [Washer 


61 


Dash Pot. 


90 Magnet Yoke. 


62 


Magnet Insulation. 


91 Carbon Holder Spring. 


63 


Magnet, Long Link. 


92 Top Clutch Spring. 


631 Magnet, Short Link. 


93 Tension Spring. 


64 


Magnet. 


94 Upper Telescope Tube Spring. 


65 


Solenoid. 


95 Lower Telescope Tube Spring. 


66 


Bottom Flexible Wire. 


96 Upper Insulation Fibre. 


67 


Top Flexible Wire. 


961 Lower Insulation Fibre. 


68 


Binding Post Screw. 


97 Insulation Washer. 


69 


Top Lever Screw. 


971 Brass Plate. 


70 


Bottom Guide and Tube. 


98 Vertical Adjusting Screw. 


71 


Middle Telescope Tube. 


99 Vertical Adjusting Nut. 


72 


Top Telescope Tube. 


119 Guide Screw. 


73 


Malleable Iron Tip. 


120 Solenoid Screw. 


74 


Set Screw. 


121 Reflector Clamp Screw. 


75 


Top Clutch Spring Screw. 





IS 



LOCOMOTIVE APPLIANCES. 




Fig. 4. Electric Headlight— Lamp "C 



LOCOMOTIVE APPLIANCES. 



19 



will flash and go out, for the magnet will be drawn 
down too far. When the light goes out the current is 
broken, and there being no strength in the magnet, 
the spring will again bring the carbons together, 
then the current is instantly re-established. The 
spring should be adjusted so that the lamp will flicker 
just a little when the locomotive is at rest, for then all 
the light possible at a given speed of the armature is 
being obtained, and the light will burn steady when 
locomotive is running. 

The wires leading back to the incandescent lamps 
may come together, causing a short circuit. This 
will put the light out. It may be known when this 
occurs, for the dynamo will be generating a heavy 
current, the speed will be quite low, and there will be 
a small light in the lamp. In this case, disconnect 
one of the small wires from No. Ill, Fig. 2, then when 



Names and Numbers of Parts. Fig. 4. 


28 Binding Post, large hole. 


69 


Top Lever Screw. 


28£ Binding Post Nut. 


74 


Set Screw. 


29 Binding Post, small hole. 


78a Clutch Rod Weight. 


40 Reflector Clamp, bottom. 


78t 


Clutch Rod. 


40^ Reflector Clamp, top. 


79 


Thumb Nut. 


41 Reflector Support. 


81a 


Thumb Screw. 


44 Clutch. 


87 


Carbon Clamp, male. 


49 Extension Base. 


88 


Carbon Clamp, female. 


50i Lamp Base. 


90 


Magnet Yoke. 


51JJ- Lamp Column. 


91 


Carbon Holder Spring. 


52 Bottom, large clamp. 


92a Top Clutch Spring. 


53 Bottom, small clamp. 


93 


Tension Spring 


54 Hand Nut. 


96 


Insulation Fibre. 


55 Hand Washer. 


97 


Insulation Washer. 


57 Top Bracket. 


98 


Vertical Adjusting Screw. 


58 Spring Tension Screw. 


99 


Vertical Adjusting Nut. 


58£ Spring Tension Nut. 


100 


Upper Carbon Holder. 


59 Top Lever. 


102 


Clutch Foot. 


60 Small Lever. 


102a 


Clutch Foot Rod. 


61a Dash Pot. 


106 


Lower Electrode Holder. 


61b Dash Pot Plunger. 


107 


Adjusting Screw. 


62 Magnet Insulation. 


108 


Lock Nut. 


63 Magnet, Long Link. 


109 


Copper Electrode. 


63£ Magnet, Short Link. 


120 


Solenoid Screw. 


64 Magnet. 


121 


Reflector Clamp Screw. 


65 Solenoid. 


122 


Clutch Weight Screw. 


66 Binding Post Screw. 


200 


Electrode Holder, complete. 




300 


Top Carbon Holder, complete 



20 LOCOMOTIVE APPLIANCES. 

sufficient time is had the cause of the trouble may 
be located. 

Most of the troubles are traceable to the adjustment 
of the lamp. 

If the carbon feeds too fast, the clutch rod (No. 
78 b) should be adjusted so it will not have so much 
lost motion, or travel, before the clutch (No. 44) grips 
the carbon. Sometimes this trouble can be overcome 
by making the clutch spring (No. 92 a) stronger. To 
do this, remove cotter pin from No. 100 a and remove 
spring No. 92 a from the casing. Then pull it out a 
little, thereby giving it more "set". Again, by short- 
ening wire No. 63, the magnet (No. 64) is held further 
out of the solenoid (No. 65) giving it more strength to 
clutch the carbon, and will prevent the jar of the 
locomotive from jarring the carbon through the clutch 
faster than it burns. 

If the wire (No. 63) is too short the lamp will jump. 

If the light burns green it is burning upside down, 
and the binding posts (Nos. 28 and 29, Fig. 2) must be 
reversed on the dynamo. To do this, remove binding 
posts No. 28 and No. 29, in lower brush holder (No. 11), 
then put No. 29 where No. 28 was and No. 28 where 
No. 29 was, being careful not to disturb insulator (No. 
97 and No. 97%, Fig. 2). 

The lamp may be moved in all directions for focus- 
ing. To get the proper vertical focus on the track, 
either to have the light close or to strike the track far 
ahead, loosen the set screw No. 74 on the side, and by 
turning the adjusting screw (No. 98) the lamp can be 
raised or lowered as desired. To move it sideways, 
backwards or forwards, loosen the hand nuts (No. 54) 
and the lamp is free to move. 



LOCOMOTIVE APPLIANCES. 21 

When once in focus, there is no need of changing 
it again. Tighten all screws. 

The back of the reflector is supported by an adjust- 
able step, with screw to raise or lower it, so the vol- 
ume of the light will come out in parallel lines. 

To Focus the Lamp. — 1. Adjust back of reflector 
so front edge will be parallel with front edge of case. 

2. Have point of copper as near center of reflector 
as possible. 

3. Have carbon as near center of chimney hole in 
reflector as possible. 

4. Have locomotive on straight track and move 
lamp until obtaining best results on track. The light 
should be reflected in parallel rays and in as small a 
space as possible. 

To lower light on track, raise lamp. To raise light 
on track, lower lamp. 

If the light throws any shadows it is not focused 
properly. 

If the light is focused properly and does not then 
strike center of track do not change focus, but shift 
the entire case on base-board. 

Suggestions in the Care of this Headlight. — Have a 
few strips of No. sand paper about 1 V 2 inches wide 
on hand to clean up the commutator. 

A special and superior carbon made expressly for 
this apparatus is furnished by the manufacturers. 

If the light fails to burn when turning on steam, see 
that all screws are tight, and that the point of copper 
electrode is clean. Push down on lever No. 90 and 
see if the carbon lifts up and falls freely. Put a carbon 



22 LOCOMOTIVE APPLIANCES. 

across both binding posts, No. 28 and No. 29, Fig. 2, 
and if there is a flash when it is removed, the dynamo 
is all right and the trouble is in the lamp. If a flash 
is not observed when carbon is removed, take out the 
brushes and clean the commutator with sand paper 
(not emery paper), put the brushes back and try the 
carbon again. If no flash is then obtained, there is a 
"short" circuit. This is probably caused by wires 
touching each other and the dynamo must not be run 
until this is remedied. 

Keep all screws tight. 

If the light goes out momentarily on the road, the 
fault is probably in the carbon, and another carbon 
should be tried. 

After putting in a new carbon, always push down 
on lever No. 90 and notice if carbon lifts and falls 
freely. If it does not lift, it is not in the clutch, No. 44. 
If it does not fall down freely, turn it partly around 
and find the freest place. 

The carbon should burn from eight to nine hours. 

Engineers should be held responsible for the proper 
care of the equipment unless some one is appointed to 
examine and care for them at round houses. 

Before leaving for a trip the apparatus should be 
started and the brushes examined as to tension of 
the brush springs (No. 113, Fig. 2), and adjusted if 
necessary before getting out on the road. 

This apparatus is not automatic, and as there are 
quite a number of enemies to electricity on the locomo- 
tive such as grease, dirt, jar, heat, etc., it is necessary 
to give it a few minutes' attention every day. If this 
be done failures on the road will be infrequent. 



LOCOMOTIVE APPLIANCES. 23 

Attempt should not be made to remove the reflector 
from the case until after removing the top carbon 
holder (No. 100) by loosening thumb nut No. 79, Fig. 4. 

If the copper electrode burns off, the equipment is 
running too fast, and the speed should be reduced by 
turning screws No. 117, Fig. 2, to the left until the 
trouble is stopped. Care should be exercised to 
adjust all screws (No. 117) the same, as nearly as 
possible. One-half turn of screws will change speed 
about 100 revolutions per minute. 

It is best to adjust tension spring (No. 93) as loosely 
as possible and not have the light go out while the 
locomotive is standing still. 

If the light dies down when the locomotive is run- 
ning fast, the tension spring (No. 93) may be too tight, 
which prevents solenoid (No. 65) from separating 
carbons sufficiently to form proper arc, or spring (No. 
92) may be too loose, allowing back edge of clutch 
(No. 44) to be jarred up and release the carbon. 

An oval, bent glass for the headlight case is espe- 
cially recommended. 



ELECTRICAL TERMS EXPLAINED. 

As there are many men who have no definite idea of what elec- 
tricity really is, and as a slight knowledge is necessary to properly 
care for electric headlight equipment, and to get the best results 
therefrom, a few ^extracts from the A B C of electricity, in simple 
language and terms familiar to nearly all. are here given, so they may 
be very readily understood, and will be of interest to those using 
electric headlights. 



*These extracts are taken from the Pyle instruction book, and are 
necessarily very brief. For a full explanation of electrical terms the 
reader is referred to " The Science of Railways. " ' 



24 



LOCOMOTIVE APPLIANCES. 




Fig. 5. 



DEFINITIONS. 

The three first measurements in electricity are : 

The volt. The ampere. The ohm. 
These are explained as follows : 

The Volt — This term may be better understood by making a 

comparison with something you all 
know of. Suppose we have a tank 
containing 100 gallons of water and 
we want to discharge it through a 
half-inch pipe at the bottom of the 
tank Suppose, further, that we 
want to make the water spout up- 
ward, and for this purpose the pipe 
is bent upward as in Fig. 5, 

If you opened the tap the water 
would spout out and upward as in 
Fig. 5. The cause of its spouting upward would be the weight or 
pressure of the water in the tank This pressure is reckoned as so 
many pounds to the square inch of water. 

Now, if the tank were placed on the roof of a house and the pipe 
brought to the ground, as shown in Fig. 6, the 
water would spout up very much higher, be- 
cause there would be many more pounds of 
pressure on account of the height of the pipe. 
So the force or pressure of water is meas- 
ured in pounds, and therefore a pound is the 
unit of pressure or force of water. Now, in 
electricity the unit of pressure or force is 
called a volt. This word "volt" does not 
mean any weight, as the word "pound" 
weight does. If you have a pound of water 
you must have something to hold it, because 
it has weight, and consequently occupies 
some space. But electricity itself has no 
weight, and therefore cannot occupy any 
space. 

When we desire to carry water into a house 
or other building we do so by means of pipes, 
usually made of iron. The principal supply Fig. 6. 




LOCOMOTIVE APPLIANCES. 25 

usually comes from a reservoir which is placed on high ground so as 
to give the necessary pounds of pressure to force the water to the 
upper part of the houses. If some arrangement of this kind were 
not made we could get no water in our bedrooms, because water will 
not rise above its own level unless by force. 

The water cannot escape as long as there are no holes or leaks in 
the iron pipes; but if there should be the slightest crevice in them 
the water will run out. 

In electricity we find similar effects. 

The electricity is carried into houses by means of wires, which are 
covered or insulated with various substances — such, for instance, as 
rubber. Just as the iron of the pipes prevents the water from 
escaping, the insulation of the wire prevents the escape of the elec- 
tricity. If we were to cause the pounds of pressure of water in pipes 
of ordinary thickness to be very greatly increased the pipes could 
not stand the strain and would burst and the water would escape. 
So it is with electricity. 

If there were too many volts of pressure the insulation would not 
be sufficient to hold it, and the electricity would escape through the 
covering or insulation of the wire. 

It is a simple and easy matter to stop the flow of water from an 
ordinary faucet by placing your finger over the opening. As the 
water cannot then flow, your finger is what we would call a non- 
conductor, and the water will be retained in the pipe. 

The same effect is obtained in the case of electricity. If you 
place some substance which is practically a non-conductor or insul- 
ator, such as rubber, around an electric wire, or in the path of an 
electric current, the electricity acted upon by the volts of pressure 
cannot escape, because the insulation keeps it from doing so, just as 
the iron of the pipe keeps the water from escaping. Thus the volt 
does not itself represent electricity, but only pressure which forces 
it through the wire. 

There are other words and expressions used in connection with 
electricity which are sometimes associated with the word volt^ 
These words are pressure and intensity. You might say, for in- 
stance, that a certain dynamo machine had an electro-motive force 
of 110 volts, or that the intensity of a cell of battery -was two 
volts, etc. 

We might mention, as another analogy, the pressure of steam in a 
boiler, which is measured or calculated in pounds, just as a press" ra 



26 LOCOMOTIVE APPLIANCES. 

of water is measured. So you might say that 100 pounds of steam 
pressure used through the medium of a steam engine to drive a 
dynamo could thus be changed to electricity at 110 volts pressure. 

'Jhe Ampere — In comparing the pounds pressure of water with 
volts of pressure of electricity we used as an illustration a tank of 
water containing 100 gallons, and we saw that this water had a 
downward force or pressure in pounds. Let us now see what this 
pressure was acting upon. It was forcing the quantity of water to 
spout upward through the end of the pipe. The pounds pressure 
of water acting upon the 100 gallons would force it out at a certain 
rate, which, let us say, would be one gallon per minute. 

This would be the rate of flow of water out of the tank. Thus we 
find a second measurement to be considered in discharging the water 
tank. The first was a force or pounds of pressure, and the second 
the rate at which the quantity of water was being discharged per 
minute by that pressure. 

This second measurement teaches us that a certain quantity will 
pass out of the pipe in a certain time if the pressure is steady, such 
quantity depending, of course, on the size or friction resistance of 
the pipe. In electricity the volts of pressure act so as to force the 
quantity of current to flow through the wires at a certain rate per 
second, and the rate at which it flows is measured in amperes. For 
instance, let us suppose that an electric lamp required a pressure of 
100 volts and a current of the ampere to light it up, we should have 
to supply a current of electricity flowing at the rate of one ampere, 
acted upon by an electro-motive force of 100 volts. 

You will see, therefore, that while the volt does not represent any 
electricity, but only its pressure, the ampere represents the rate of 
flow of the current itself. 

You should remember that there are several words sometimes 
used in connection with the word ampere. For instance, we might 
say that a lamp requires a current of one ampere or that a dynamo 
would give a " quantity " of twenty amperes. 

The Ohm — You have learned that the pressure would discharge 
the quantity of water at a certain rate through the pipe. Now, sup- 
pose we were to fix two discharge pipes to the tank, the water would 
run away very much quicker, would it not? If we were to try and 
find a reason for this, we should see that a pipe can only, at a given 
pressure, admit so much water through it at a time. 



LOCOMOTIVE APPLIANCES. 27 

Therefore, you see, this pipe would present a certain amount of 
resistance to the passage of the total quantity of water, and would 
only allow a limited quantity at once to go through. But if we were 
to attach two or more pipes to the tank, or one large pipe, we should 
make it easier for the water to flow, and therefore the total amount of 
resistance to the passage of water would be very much less and the 
tank would be quickly emptied. 

Water has substance and weight, and therefore occupies some 
space, but electricity has neither substance nor weight, and therefore 
cannot occupy any space ; consequently to carry electricity from one 
place to another we do not need to use a pipe which is hollow, but a 
solid wire. 

These solid wires have a certain amount of resistance to the pas- 
sage of electricity, just as the water pipe has to the water, and (as it 
is in the case of the water) the effect of the resistance to the passage 
of electricity is greater if you pass a larger quantity through than a 
smaller quantity. 

If you want to carry a quantity of electricity to a certain distance 
and for that purpose use a wire, there would be a certain amount of 
resistance in that wire to the passage of the current through it ; but 
if you use two or more wires of the same size, or one large wire, the 
resistance would be very much less and the current would flow more 
easily. 

Suppose, instead of emptying the water tank from the roof 
through the pipe, we just turned the tank over and let the water pour 
out at once down to the ground. That would dispose of the water 
very quickly and by a short way, because there would be no resist- 
ance to its passage to the ground. Suppose we had an electric bat- 
tery giving a certain quantity of current, say five amperes, and we 
should take a large wire that offered no resistance to that quantity, 
and put it from one side of the battery to the other, a large current 
would flow at once and tend to exhaust the battery. This is called 
a short circuit because there is little or no resistance, and it provides 
the current with an easy path to escape. Electricity always takes 
the easiest path. It will take as many paths as are offered, but the 
largest quantity always takes the easiest. As the subject of resist- 
ance is one of the most important in electricity, we will give you one 
more example, because if you can obtain a good understanding of 
this principle it will help you to comprehend the whole subject. We 



28 LOCOMOTIVE APPLIANCES. 

started by comparison with a tank holding 100 gallons of water, dis- 
charging through a half-inch pipe, and showed you that the pounds 
of pressure would force the quantity of gallons through the pipe. 
When the tap was first opened the water would spout up very high, 
but as the water in the tank became lower the pressure would be less, 
and consequently the water would not spout up so high ; so if it 
were desired to keep the water spouting up to the height it started 
with, we should have to keep the tank full so as to have the same 
pounds pressure all the time. But if you wanted the water to spout 
still higher we should have to use other means, such as a force 
pump, to obtain a greater pressure. 

If we should use too many pounds pressure it would force the 
quantity of water more rapidly through the pipe and would cause 
the water to become heated because of the resistance of the pipe to 
the passage of that quantity acted upon by so great a pressure. It 
is the same with electricity, except that the wire itself would 
become heated, some of the electricity being turned into heat and 
lost. If the wire were too small for the volts pressure and amperes 
of current of electricity, the resistance of such wire would be over- 
come and it would become red-hot and perhaps melt. Electricians 
are therefore very careful to calculate the resistance of the wires 
they use before putting them up, especially when they are for 
electric lighting, in order to make allowances for the amperes of 
current which flows through them, so that but little of the electricity 
will be turned into heat and thus render it useless for their purpose. 

The unit of resistance is called the " ohm. " 

All wires have a certain resistance per foot, according to the 
nature of the metal used and the size of the wire, that is to say, the 
finer the wire the greater the number of ohm resistance it has to the 
foo*t. Water and electricity flow under very similar conditions, that 
is to say, each of them must have a channel or conductor, and each 
of them requires pressure to force it onward. Water, however, 
being a tangible substance, requires a hollow conductor, while 
electricity being intangible will flow through a solid conductor. 
The iron of the water pipe and the insulation of the electric wire 
serve the same purpose, viz. f that of serving to prevent escape by 
reason of a pressure exerted. 

There is another term which should be mentioned in connection 
with resistance, as they are closely related, and that is opposition. 



LOCOMOTIVE APPLIANCES. • 29 

There is no general electrical term of this name, but as it will be 
most easily understood from the meaning of the word itself, we 
have used it. 

Let us have an example of what opposition would mean if applied 
to water. Probably every one knows that a water wheel is a wheel 
having large paddles or blades around its circumference. When the 
water in trying to force its passage rests against one of these paddles 
it meets with opposition, but overcomes it by pushing the paddle 
away. This brings around more opposition in the shape of another 
paddle which the water also pushes away, and so this goes on, the 
water overcoming this opposition and turning the wheel around, by 
which means we can get the water to do some work for us. 

You must remember, however, that it is only by putting oppo- 
sitionm the path of a pressure and quantity of water we can get this 
work. The same principle holds good in electricity. We make 
electricity in different ways, and in order to obtain useful work we 
put in its path the instruments, lamps or machines which offer the 
proper amount of resistance or opposition to its passage, and thus 
obtain from this wonderful agent the work we desire to have done. 
You have learned that the three important measurements in 
electricity are as follows : 

The volt is the practical unit of measurement of pressure. 

The ampere is the practical unit of measurement of the rate of 
flow. 

The ohm is the practical unit of measurement of resistance. 



PRESSURE REGULATORS OR REDUCING 

VALVES. 

To reduce from a high initial pressure such as is 
carried on a modern locomotive boiler to a required 
minimum for steam heating or other similar purposes, 
and to always maintain this same minimum pressure 
regardless of the varying conditions on either side of 
the valve, has always been a problem difficult of 
solution. 

Pressure regulators employing pistons have largely 
been superseded by those wherein flexible diaphragms 
are used. The pistons are more liable to stick and 
clog up, and require to be frequently taken apart and 
cleaned. 

The most perfect regulators thus far constructed 
are those wherein diaphragms and balanced valves are 
employed. By making these of proper proportion a 
comparatively uniform reduced pressure may be 
maintained, provided the supply and demand are 
not too suddenly and widely changed. 

The reason why a uniform pressure is required in 
train heating systems is not so much on account of 
maintaining a uniform temperature (for steam at 30 
pounds pressure is but little hotter than steam at 10 or 
20 pounds pressure) as it is to keep a constant pressure 
sufficient to drive out all the condensation from the 
rear as well as the front cars of a train, and to prevent 
a high accumulation of pressure which is likely to 
burst hose, wherever used, or strain the couplings, 
fittings, etc. 

(30) 



LOCOMOTIVE APPLIANCES. 31 

DIRECTIONS FOR THE MANAGEMENT OF STEAM 
HEATING ON RAILROAD TRAINS. 

Rules for Making up Trains. — When a train is 
made up, all steam hose should be coupled, and all the 
cocks in the steam train pipe the whole length of the 
train should be opened. 

When signal is given, steam should be turned on at 
the cab, not to exceed sixty-five pounds, and allowed 
to blow through the entire length of the steam train- 
pipe. 

After steam issues at the rear end of the train-DiDe, 

J. A. / 

the rear cock of last car should be closed, and reducing 
valve in cab set to forty pounds pressure. If more 
than eight cars are in the train, add five pounds for 
each additional car. In verv cold weather, the rear 
train-pipe cock should be left open enough to allow a 
little steam to pass, and escape through the rear 
coupling. 

Regulation of Temperature. — To heat cars, open 
steam inlet valves on each car, and when live steam 
appears at the drips, set each drip so that a little steam 
escapes with the water. If a trap be used, see that it is 
adjusted to allow a little steam to escape with the 
water. 

Frequently examine traps and drip valves to see 
that they are operating properly. They should be as 
hot as can be borne by the hand. If cooler, or cold, 
they should be opened a trifle, or if steam is blowing, 
closed a little. 

Never close steam inlet valves entirely without first 
opening drip valves or blow-off valve, and allow all 
water to blow out before closing steam inlet valve. 



32 LOCOMOTIVE APPLIANCES. 

When steam is required on a car again, open 
steam inlet valve, and afterwards close drip valves or 
blow-off valve. 

Changing Engines. — When approaching stations 
where engines are to be changed, or terminals where 
cars are to be laid up, five minutes before arriving at 
such stations the rear train-pipe cock must be opened 
wide, and before coming to a stop at such stations, 
the engineer must shut off steam at boiler valve. Do 
not use reducing valve for this purpose. 

If engines are to be changed, trainmen must satisfy 
themselves that steam is shut off at engine before 
uncoupling cars. 

In freezing weather, if cars are to be laid up, or 
stand thirty minutes after engine is uncoupled, the 
hose throughout the train must be uncoupled, and all 
drip valves or blow-off valves opened. 

THE MASON LOCOMOTIVE REDUCING VALVE. 

This valve is designed to automatically reduce and 
maintain an even steam pressure for heating cars 
from the locomotive. It is placed in the steam supply 
pipe leading from the boiler to the heating system* 
and regulates the amount of steam passing to the sys- 
tem, allowing only sufficient steam to maintain the 
desired pressure. 

The principle upon which the Mason reducing valve 
works is that of an auxiliary valve, 1 1 , controlled by 
the low pressure in the heating system through the 
medium of a metal diaphragm (23), and admits steam 

* The reader is referred to the excellent chart " The American 
Locomotive" contained in l 'The Science of Railways. " 



LOCOMOTIVE APPLIANCES. 



33 



from the initial side of the valve, through a port (JViV) 
to operate a piston (17), which in turn opens the 
main valve (16) and admits steam to the heating 
system. 
By referring to the sectional view here shown, it 




Fig. 1. 
Mason Locomotive Pressure Reducing Valve. 

will be seen that the steam enters the valve at the 
side marked "inlet," a small portion of it passing up 
through the auxiliary valve (11). 

This valve (11 ) is forced open by the compression of 
the large spiral spring (8), acting on the button (10) 

3 



34 LOCOMOTIVE APPLIANCES. 

through the diaphragm (23), so that, in opening the 
valve (11), the diaphragm is also forced down. As 
soon as the valve (1 1 ) is opened, steam passes through 
and into ports (N N) to the under side of piston (17). 
By raising piston (17), the main valve (16) is opened 
against the inlet pressure, since the area of valve (16) 
is only half that of piston (17). Steam is thus 
admitted to the system. When the pressure in the 
heating system has reached the required point, which 
is determined by the spring (8), the diaphragm (23) is 
forced upward by the low pressure which passes up 
through port (X) to chamber 0, under the dia- 
phragm, thus allowing auxiliary valve (11) to close, 
thereby shutting off steam from the under side of 
piston (17). The main valve (16) is now forced down 
to its seat by the inlet pressure, shutting off steam 
from the heating system and pushing piston (17) 
down to the bottom of its cylinder. The steam 
beneath piston (17) exhausts freely around it (the 
piston being fitted loosely for this purpose) and passes 
off into the system. 

It will be seen from this that when the pressure in 
the heating system has reached the point at which 
the governing spring (8) is adjusted, the flow of steam 
is automatically checked, and when the pressure in 
the system (and that in chamber O, under the 
diaphragm,) is slightly reduced, the valve will again 
open and supply the required amount of steam. 

Piston (17) is fitted with a dashpot (18), which pre- 
vents chattering or pounding when the pressure is 
suddenly reduced. 

Directions for Attaching, Regulating and Repair- 
ing. — Place the valve vertically in the steam supply 



LOCOMOTIVE APPLIANCES. 35 

pipe. The steam should flow through the valve in 
the direction indicated by the arrow cast in the side. 
Before connecting the valve, the pipes should be 
thoroughly blown out, in order to expel all dirt and 
chips. If the piping is new, steam should be allowed 
to flow through for some little time, so as to burn off 
all the oil or grease which may be in it. 

When ready to let on steam, turn the wheel at top 
of the valve in the same direction as you would to 
open a globe valve; that is, turn to the left to open 
or admit more steam and to the right to close or 
reduce the pressure. Time must be allowed far the 
system to fill, before the required pressure is obtained. 

If the valve should not maintain a low pressure, it 
will probably be due to the fact that some dirt or chips 
from the piping have lodged in the seat of the valve 
(16). 

To take the valve apart, the tension on the dia- 
phragm spring (8) must first be removed by turning 
the wheel as far as it will go, in the direction taken 
by the hands of a watch. Then unscrew the spring- 
case (9), and remove the button (10) and the dia- 
phragm; also remove the cap (22 ), which contains 
the auxiliary valve. The threaded rod which accom- 
panies each valve can then be screwed into the valve 
disc (16 ), which should work easily. Pull out this 
valve and clean the seat. Then insert the rod through 
the valve-stem hole, screw it into the piston (17 ), and 
see if it works up and down easily. It will not be 
found possible to raise and lower the piston (17 ) sud- 
denly, as the dashpot (18 ) will restrain it. If the 
piston (17 ) is found to be stuck fast, remove the dash- 
pot (18 ) at the bottom of the valve, pull out the piston 



36 LOCOMOTIVE APPLIANCES. 

and clean it with fine emery cloth; being careful to 
wipe off all emery before replacing. Before replacing 
the cap (22 ), examine the small auxiliary valve (11) 
and see that it is tight and free from dirt. Be sure 
that the diaphragm (23 ) is perfectly clean, also that 
there is no dirt where it makes its seat. 

The wheel is made self-locking in any position, by 
means of a steel locking pin (25 ), which is forced by 
a spring into any one of twelve recesses in a hardened 
steel plate (5). The valve should be removed during 
the summer. Before replacing, thoroughly clean and 
oil all the parts. 

THE GOLD PRESSURE REGULATOR. 

Fig. 2 shows a sectional view of the Gold steam 
heating regulator. It will be readily seen that this is 
of the diaphragm type with a nearly balanced valve. 

The diaphragm is made of a solid sheet of thin 
phosphor bronze, slightly corrugated at the outer 
edge, with an enlarged flange (0), so that the dia- 
phragm will always keep its original shape. The 
dome (M) of the regulator is solid so that no steam 
would escape into the cab should the diaphragm 
break. The recess shown at *S »S provides a water 
seal in order to prevent any chattering of the valve. 

The regulator is set by means of the handle (I), 
which is perforated in order to keep it cool for easy 
handling by the engineer. The handle (N) is an 
extension of a lock nut which holds the regulating 
screw firmly in any given position. The set screw 
(R) is provided as a check on the maximum or mini- 
mum amount of pressure required as it can be seen 



LOCOMOTIVE APPLIANCES. 



37 



that the play of the spring (L) is controlled by this 
set screw (R). Spring (F) helps to guide the spindle 
(D D) and also tends to more nearly balance the 
valves and make up for any possible gumming of 
valves or spindle. 

Main valve D D is opened and closed by tne 
movement of the diaphragm. Spring L forces 



PARTS OF REGULATOR. 

i inch Inlet Union Nipple. 

i % inch Outlet Union Nipple. 

Bolts and Nuts for Dome and Body. 

•Balance Spindle with Hard Seats. 

Bottom Spring. 

Body of Regulator. 

-Bottom Plug. 

Handle. 
-Top Nut. 
-Hollow Screw. 
-Top Spring. 
—Dome of Regulator. 
—Lock. Nut. 
-Top Flange. 
-Bottom Flange, 
—Top Spindle. 
-Set Screw. 

—i inch Inlet Union Nut. 
1-1% inch Outlet Union Nut. # 

Fig. 2. 
Gold Pressure Regulator. 

the diaphragm down and the main valve opens and 
remains thus until steam from the outlet side of 
the valve, some of which passes the loose stem D to 
the under side of the diaphragm, closes the main 
valve. 

CLIMAX STEAM PRESSURE REGULATING VALVE. 

Description. — Steam enters at A, surrounds main 
valve (1), passes the water packing grooves around 
this valve, and bearing against the shoulder carries 




38 



LOCOMOTIVE APPLIANCES. 



this valve (1) upward, allowing steam to pass through 
the now raised valve to B, as shown by the arrows. 
The reduced pressure steam from B also acts upward 
through ports (3 and 11 ) upon the under side of 
regulating piston (6). If spring (7) were set for say 
100 pounds, as soon as the pressure on the under side 



1. 


Main Valve. 


2. 


Opening in Main Valve. 


3. 


Port Leading to the Regulating 




Piston 6. 


4. 


Solid Disc, held in place by cap 




12. 


6. 


Regulating Piston. 


7. 


Regulating Spring. 


8. 


Regulating Screw. 


10. 


Auxiliary Valve Spring. 


11. 


Ports in Disc 4. 


12. 


Governor Cap. 


13. 


Controlling Steam Chamber. 


14. 


Body. 


16. 


Auxiliary Valve. 




Fig. 3. 

Climax Steam Pressure Regulating 
- Valve. 



of regulating piston (6) reached that amount, it would 
move slightly upward and away from its former con- 
tact with the auxiliary valve (16), thus allowing 16 
to seat in disc (4), thereby preventing the further 
escape of steam from the controlling chamber (13 ). 
Steam from inlet (A) passing through the grooves or 
water packing of valve (1) to chamber (13 ), now seats 



LOCOMOTIVE APPLIANCES. 39 

valve (1) until the pressure at B and consequently 
that below piston (6), drops slightly below 100 pounds. 
Then spring (7) forces down piston (6) and opens 
auxiliary valve (16), thereby permitting the escape of 
pressure from chamber (13) through valve (16), 
ports (11 and 3) to B. The conditions are such 
now, as in starting, that valve (1) is raised for a fur- 
ther supply of steam from A to B. In actual 
operation, where a continuous flow is being used, 
valves (1 and 16) are held just sufficiently off their 
seats to maintain a uniform pressure at B. 

The valve shown in the cut is intended for use 
where a large and continuous supply of steam is 
needed, as for running dynamos for train lighting, 
etc. When this valve is to be used for train heating 
only, a projection is made on the bottom of valve (1), 
as shown by the heavy dotted line, so that only a 
small annular opening is made as the valve starts 
from its seat. 

To obtain greater pressure screw down on the 
spring (7) by means of the regulating screw (8). 
To obtain less pressure screw up on the regulating 
screw. 

ECLIPSE REDUCING VALVE. 

Description. — Before starting, spring (A) and the 
stem below it have forced down piston (B) and opened 
valves (E E). When steam is turned on at the steam 
heat throttle valve on the boiler head and as soon as 
the reduced pressure at the left hand or outlet side 
which also acts on the under side of piston (B) has 
reached a sufficient amount to over-balance the ten- 
sion in spring (A) , the piston (B) will raise and pull 



40 



LOCOMOTIVE APPLIANCES. 



with it the valves (E E), thereby shutting off any 
further supply of steam until the pressure under 
piston (B) again falls below the tension of spring (A), 
In action this valve does not open wide and then close, 
but assumes a position open only enough to admit a 
uniform supply of steam needed to maintain the 
desired pressure. 



A. Regulating Spring and Stem. 

B. Regulating Piston. 

C. Exhaust Pipe to Atmosphere. 
D-D. Relief Ports. 

E-E. Double Seated Valve. 

F. Regulating Screw. 

G. Lock Nut. 
/. Inlet. 

O. Outlet. 



OUTLET 







Txnr 

Pig. 4. 
Eclipse Reducing Valve. 



This reducing valve is also made with a double 
piston valve in place of the double bevel seated valves 
(E E), but the latter, as shown in the engraving, is 
more satisfactory, especially for short trains requiring 
but small supply of steam. 



LOCOMOTIVE APPLIANCES. 



41 



To obtain greater pressure screw down on F and 
lock with G, or do the reverse if less pressure is 
desired. 

THE TAAFEL PRESSURE REGULATOR. 

This regulator, sometimes called the "Leslie" regu- 
lator, is used largely on locomotives for train heating. 

The engraving here shown gives a sectional view 
through the center of the valve, whose operation is as 
follows: 

Steam from the inlet side (R) enters from the right 



Main Body. 

Top Cap of Main Body. 
Bottom Cap of Main Body. 
Main Valve. 
Main Valve Spring. 
Piston. 
Diaphragm. 

Body of Regulating Valve. 
Cap of Regulating Valve. 
Regulating Valve. 
Regulating Valve Spring. 
Adjusting Spring. 
Top Seat of Adjusting Spring. 
Bottom Seat of Adjusting Spring. 
Regulating Cap. 
Lock Nut of Regulating Cap. 
Wood Handle and Nut. 
Inlet, 

Inlet Port to Reg. Valve Chamber. 
Outlet. 

Port to Diaphragm Chamber. 
Port from Regulating Valve Chamber to 
Piston Chamber. 




fig. 5. 



Taafel Pressure Regulator. 

hand side, as shown in the cut. A portion of the 
'steam passes up through port (S) to the regulating 
valve (J) which it finds open, due to the downward 
pressure of the adjusting spring (L) on the diaphragm 
(G), which in turn bears upon the small valve (J). 
This small regulating valve being open allows the 
steam to pass as shown by the arrow to chamber (V) 
where it forces piston (F) downward, thus opening 



42 LOCOMOTIVE APPLIANCES. 

the main valve (D) and allowing steam from the loco- 
motive boiler to pass to the train heating system at the 
outlet (T). Port (U) connects the under side of dia- 
phragm (G) with the heating system, and when the 
pressure there reaches whatever amount the adjusting 
spring (L) is set to withstand, the slightest additional 
pressure will cause diaphragm (G) to bend upward 
enough to release regulating valve (J), thus allowing 
the latter to be seated by the force of its spring (K), 
just beneath it. No further supply of steam from the 
inlet side can now reach chamber (V) and what pres- 
sure remains therein can pass around piston F 
(which is for this purpose but loosely fitted 1 in its cyl- 
inder) and equalize with the system pressure under- 
neath. Piston (F), being equally balanced, permits 
the main valve spring (E) to close the main valve (D), 
thereby shutting off further supply of steam to the 
heating system. 

As soon as the pressure of the steam in the heating 
system under diaphragm (G) becomes the least 
amount less than that of the adjusting spring (L), 
the diaphragm will bulge downwards, unseating 
regulating valve (J), which, as before described, 
again produces a supply of steam to the system. 

For attaching and adjusting this regulator the fol- 
lowing directions should be observed: 

When possible place regulator in a vertical position 
on a horizontal pipe, but always arranged so. the. 
steam will pass through in the direction indicated by 
the arrow cast on the side of the valve body. 

Before attaching the regulator put a stop valve on 
inlet pipe and blow out pipes thoroughly; after the 
regulator has been attached and before pressure is 



LOCOMOTIVE APPLIANCES. 43 

turned on, unscrew cap (0) to take all pressure off the 
adjusting spring (L). Open the stop value, then 
screw down the regulating cap (0) until the desired 
pressure is reached, when the cap should be locked in 
position by lock nut (F). A very slight turn of the 
cap either way will change the pressure. 

The regulating cap (0) can be removed while pres- 
sure is on, if so desired. 

The top cap (B) of main body can be removed while 
pressure is on, providing steam is released from the 
outlet pipe (T). 

The diaphragm must always be set with bead up. 

To take out main valve (D), unscrew the bottom 
cap (C) of the main body. 

To remove the regulating valves, first unscrew top 
cap (B) of main body, then unscrew the regulating 
valve body (H), and also cap (/). 

When repairing, care should be taken to see that all 
joints, seats and piston are thoroughly cleaned and a 
little heavy oil used on the joints before screwing them 
up tight. 

Never use oil of any kind on the piston, valves, 
valve seats or valve stems. 

When the regulator is in working order all parts 
should work freely. 

All parts of each size regulator are interchangeable. 



THE ROSS STEAM PRESSURE REDUCING VALVE. 

This reducing valve shown in the accompanying 
cut is of the diaphragm-piston type. The regulating 
screw at the top produces the required pressure 
through a double coil spring upon a flexible metallic 



44 



LOCOMOTIVE APPLIANCES. 



diaphragm having a stem extending down by a loose 
fit through the regulating piston and supply valve to 
an adjusting nut. 

This adjusting nut regulates the maximum opening 
of the supply valve, which opening should not be over 
y 8 inch, and the stem serves as a guide to the piston 
and valve, which are in one piece. As the stem is a 
loose fit in the latter, the pressure beneath the supply 
valve, (that of the heating system) and that in the 
small chamber between the diaphragm and the piston 
are always the same. Hence, when steam from the 
locomotive boiler (entering from the right as shown 
in the engraving) strikes the upper side of the valve 

and the under side 
of the piston, as 
there is no pressure 
on top of the latter 
due to the asbestos 
packing (shown in 
the illustration by 
dark lines) therein, 
the valve is forced 
down and open, 
admitting steam to 
the heating system. 
When the pressure 
in the heating sys- 
tem, passing by the 
stem to the under 
side of the dia- 
phragm, becomes 
great enough, it 

Fig. 6. & ,-, j- 

Ross Steam Pressure Reducing Valve. CaUSeS tUe Qia~ 




LOCOMOTIVE APPLIANCES. 45 

phragm to raise sufficiently to clamp the valve to its 
seat and shut off further supply until the system 
pressure reduces below the set limit. When that con- 
dition again exists, the diaphragm springs downward 
allowing the supply valve to again open. 

Adjustment and Repairs. — The piston should 
always be kept well packed with asbestos, the dia- 
phragm joint kept tight, and the adjusting nut on the 
bottom of the stem set so that valve cannot open more 
than % inch. 

If steam in large quantities passes the valve when 
it should not, take off the bottom cap, unscrew the 
adjusting and yoke nuts, pull out the valve and 
piston. 

If the valve has a good seat and no scale or dirt is 
found under it, the trouble was due to the valve hav- 
ing too much lift. Hence, in replacing the parts, 
screw the adjusting nut up until the valve is clamped 
to its seat, first having relieved tension on the dia- 
phragm from the top regulating screw; then slack off 
the nut about a turn and a half or two turns and the 
trouble will be overcome. 

If the valve regulates well on long trains, or where 
much steam is used, but allows the pressure to become 
too great on short trains, or where the steam require- 
ments are small, the piston packing has become hard- 
ened or worn out and should be replaced. 

SPECIAL AUTOMATIC RELIEF VALVE. 

The Consolidated Car Heating Company employ 
the Mason regulator or reducing valve, which has 
been fully described elsewhere, and also, for addi- 



46 



LOCOMOTIVE APPLIANCES. 




Fig. 7. 

Special Automatic 

Relief Valve. 



tional safety, the special relief valve shown sectioned 
in the accompanying cut, Fig. 7. 

This relief valve is set at 50 
pounds and is for the purpose of 
relieving the pressure in system 
heating pipe and at the same time 
signaling the engineer, should the 
pressure become too great. 

By its use the not infrequent 
delays due to hose burst from over- 
pressure may be reduced to a 
minimum. 

To take valve apart: Use the 
key to unscrew lock-screw (J), take 
off the shield (L), and relieve the 
load on spring by unscrewing the 
set-screw (G). Then loosen set- 
screw (V), and unscrew the casing. 

To set valve at a higher pressure: Screw set-screw 
(G) down; at a lower pressure, screw set-screw up. 

To regulate pop: The pop or action of the escaping 
steam is regulated by the externally threaded ring 
(B) in the base of the valve, which is easily accessible 
without taking valve apart, and is held securely in 
place when set, by means of set-screw (Y) on the side 
of the valve body. If the valve pops too suddenly and 
reduces the pressure too much, turn ring (B) down 
(further away from the valve disc), and if it does not 
pop enough, opening and closing only gradually, 
turn ring (B) up (nearer to the valve disc). When 
the desired adjustment is obtained, secure the ring by 
means of the set-screw (Y); whenever set-screw (G) is 
changed, the pop regulating ring must in most cases 
be changed to suit. 



LOCOMOTIVE APPLIANCES. 



47 



Reuer 

VALVE 



STEAM GAUGC 
4 i* 01*1/. 



To insure proper working: Pop safety valves should 
be attached immediately upon the boiler, or as close to 
same as possible; otherwise the connecting pipe 
should be at least one 
size larger in diameter 
than the size of the pop 
valve. 

Caution: Before at- 
taching valve, blow out 
pipe and avoid the use 
of too much lead or 
pipe grease. This 
valve is sensitive, and 
any foreign substance 
lodging in it will pre- 
vent its perfect work- 
ing. 

The location of the 
automatic relief valve 
and the other locomo- 
tive cab attachments 
connected with the 
train steam heating 
apparatus are clearly 
shown in Fig. 8. 




Fig. 8. Location of Steam Heating Cab 
Attachments. 



RULES FOR ENGINEERS. 

The following rules are applicable to all forms of 
direct train steam heating apparatus : 

1. Engineers must give for heating trains on the 
road a steam pressure of twenty pounds, on heating 
gauge in cab, for trains of five cars, and an additional 
three pounds for each additional steam-heated car. 



48 LOCOMOTIVE APPLIANCES. 

2. Give extra pressure up to forty-five pounds, if 
desired, to heat cold trains, and to blow out at terminal 
points, before shutting off/ 

3. Steam must not be shut off from heating appa- 
ratus or turned down while on the road. 

4. Pressure should always be regulated by the 
reducing valve, the throttle valve being wide open 
when using steam for heating. If at any time the 
reducing valve fails to hold the pressure steady, report 
same and see that the valve is cleaned. 

5. See that the throttle valve of heating apparatus 
is closed about three minutes before entering stations, 
where engine is to be disconnected or additional cars 
to be placed in train, and at terminal points. This is 
important to prevent scalding train men in uncoup- 
ling hose while pressure is on. 

6. When not using steam on train, allow sufficient 
steam to pass through steam pipe to prevent freezing 
steam pipe under tank. 

7. Get signal that steam is through train line 
before leaving terminal point or changing station. 



AIR BRAKE APPARATUS. 

THE DUPLEX AIR PUMP— NEW YORK AIR BRAKE 

COMPANY. 

The air pump is one of the most important attach- 
ments to the locomotive; it furnishes the motive power 
for the operation of the automatic air brake. 

Fig. 1 shows the No. 2 Duplex air pump of the New 
York Air Brake Company, wilich is adapted for large 
locomotives. It works with a smoothness and ease of 
operation in strong contrast to the ordinary single 
cylinder pump, the absence of jarring and noise being 
particularly noticeable, and will supply air rapidly. 

The action of this pump in compressing air is 
similar to the use of steam in a compound engine, but 
the air is compounded in this case and not the steam. 
Both steam cylinders are seven inches in diameter. 
The high-pressure air cylinder is also seven inches 
in diameter, but the low-pressure air cylinder is 
larger, its diameter being ten inches and its capacity 
therefore exactly twice that of the steam cylinder actu- 
ating it. Both air cylinders are filled with free air at 
every stroke. The first operation is to force the air 
from the largest cylinder into the smaller one in 
addition to the free air already in the smaller cylinder. 
The smaller cylinder then contains three times its 
volume of free air, compressed to about forty pounds. 
The high-pressure piston then completes the compres- 
sion and forces the air into the reservoir. In this way, 

4 (49) 



50 



LOCOMOTIVE APPLIANCES. 




TVc^fei< Govcr, '°^ 



FIG. 1. 

New York Air Brake Co.'s Duplex Air Pump.] 



LOCOMOTIVE APPLIANCES. 51 

the two seven-inch steam pistons are caused to actuate 
the equivalent of three seven-inch air pistons (the 
area of a ten-inch piston being exactly double that of a 
seven-inch), or, in other words, two measures of steam 
are made to compress three similar measures of air. 

The valve gear is very simple. For the steam 
cylinders it consists of two plain slide valves (5) and 
(6), moving in steam chests (16 and 17), and oper- 
ated by small tappet rods (7 and 8), which extend 
into the hollow piston rods of the steam cylinders. As 
is shown, the valve on one side controls the supply of 
steam to the opposite side. The air valves are simple 
poppet or check valves, which seat by gravity while 
the pistons wait, and therefore are not liable to pound 
themselves to pieces. (The pistons of one side rest 
while the pistons of the other side are in motion. ) The 
operation is as follows: 

In the position shown, the air piston in cylinder (4) 
has completed its downward stroke and compressed 

Parts of Duplex Air Pump. 

1-2 Combined Steam Cylinders. 44 Upper Discharge Valve Cap. 

3-4 Combined Air Cylinders. 45 Upper Discharge Valve Seat. 

5-6 Slide Valves. 46 Lower Discharge Valve Seat. 

7-8 Valve Stems. 47 Top Head. 

9-10 Receiving Air Valves. 48 Upper Air Cylinder Gasket. 

11-12-13-14 Discharge Air Valves. 49 Lower Air Cylinder Gasket. 

15 Steam Chest Caps. 50 Upper Steam Cylinder Gasket. 

16-17 Steam Chest Bushings. 51 Lower Steam Cylinder Gasket. 

18 Piston Rods. 52 Cylinder Head Bolts. 

19 Lower Steam Cylinder Head, with 53 Oil Cups for Air Cylinders. 

Valves and Bushings. 54 Drain Cock. 

20 Piston Plates for Actuating Valve 55 Piston Plate Bolt. 

Stems. 56 Steam Union Stud for Governor. 

21-22 Five-Inch Steam Pistons. 57 Steam Union Nut for Governor. 

31 Five-Inch Air Piston. 58 Exhaust Pipe Union Stud. 

32 Seven -Inch Air Piston; 59 Exhaust Pipe Union Nut. 

33 Five-Inch Piston Packing Rings. 60 Exhaust Pipe Union Swivel. 

34 Seven-Inch Piston Packing Rings. 61 Quarter-Inch Nipple. 

35 Centre Piece. 62 Quarter-Inch Union. 

36 Piston Rod Stuffing Boxes. 63 Air Union Stud. 

37 Piston Rod Stuffing Box Nuts. 64 Air Union Nut, 3 4 -inch. 

38 Piston Rod Stuffing Box Glands. 65 Air Union Swivel. 3 „-inch. 

39 Lower Receiving Valve Chamber. 66 Cylinder Head Bolt Wrench. 

40 Lower Intermediate Valve Seat. 67 Cap and Discharge Valve Wrench. 

41 Upper Receiving Valve Seat 68 Upper and Lower Valve Chamber 

42 Upper Intermediate Valve Seat. Wrench. 

43 Upper Intermediate Valve Chamber. 69 Piston Packing Nut Wrench. 



52 LOCOMOTIVE APPLIANCES. 

its contents through valve (12 ) into cylinder (3). The 
plate (20), on steam piston (21 ), has moved valve (6) 
to its lowest position. This admits steam through 
port (23, 24, 25) to upper side of piston (22), and will 
cause that piston to descend and expel the partially 
compressed air in cylinder (3) through valve (14) and 
passage shown into the reservoir. Meanwhile, the 
cylinder (4) has become filled above the piston with air 
at atmospheric pressure through valve (9), and the 
cylinder (3) will be filled with air at atmospheric 
pressure through valves (9 and 11), both of which 
open inward and are seated by gravity. When piston 
(22) reaches the end of its downward stroke, the plate 
(20) strikes the tappet on valve stem (7) and moves 
valve (5) to its lowest position, thus uncovering port 
(26) and admitting steam through port (26) to the 
lower side of piston (21), thus causing piston (21) to 
rise and compress the air which is in cylinder (4) 
through valve (11) into upper part of cylinder (3). 
Just as piston (21) completes its stroke, its plate (20) 
strikes the tappet on valve stem (8) and moves valve 
(6) to its highest position, uncovering port (27) and 
admitting steam through port (27) to the lower side 
of piston (22), causing that piston to rise and expel 
the partially compressed air in cylinder (3), through 
valve (13) into passage shown, and thence into the 
reservoir. While the pistons are compressing the air 
above them into the reservoir, the air cylinders below 
the pistons will be filled with air at atmospheric 
pressure through valves (10 and 12), ready for 
another cycle of operation. 

The construction is, very durable, and all valves can 
be examined or removed by unscrewing plugs, with- 



LOCOMOTIVE APPLIANCES. 53 

out taking the pump down. The steam cylinders are 
placed underneath the air chambers to allow natural 
drainage and insure clean air. 

TRIPLE VALVES— NEW YORK AIR BRAKE 
COMPANY 

The triple valve plays a vital part in the operation 
of the automatic air brake, the purpose it serves being 
to provide a way by which the stored pressure in the 
reservoir may be automatically admitted to the brake 
cylinder whenever the pressure in the train -pipe 
escapes.* 

PLAIN TRIPLE VALVE. 

Fig. 1 shows a section of the Plain Triple valve, 
which is used only on engines and tenders. The 
parts are few, simple and durable, and their opera- 
tion is not easily affected by dirt. 

Connections are made with the auxiliary reservoir, 
the brake cylinder, and the train-pipe, as shown; slide 
valve (38 ) controls the exhaust of air from brake 
cylinder, to release brakes, and graduating valve (48 ) 
controls the admission of air from auxiliary reservoir 
to brake cylinder, for applying brakes. Piston (40 ) 
actuates slide valve (38 ) and graduating valve (48 ), 
and in such a manner that valve (38 ) will close 
exhaust port before graduating valve (48 ) is opened. 
The slide valve (38 ) can remain stationary while the 
piston (40 ) returns part way and closes graduating 

*The principle of the triple valve and the details of other forms 
thereof are fully described in "The Science of Railways," and the 
reader is referred to the General Index of that work for informa- 
tion in regard thereto. 



54 



LOCOMOTIVE APPLIANCES. 



valve (48 ), as the abutments that move valve (38 ) are 
farther apart than the length of the valve. 

The operation is as follows: Air from the train-pipe 
passes to cylinder (A), through charging groove {B) 
and passage (C) to chamber (D), and thence through 
passage (E) into the auxiliary reservoir. When the 
train-pipe pressure is reduced, the piston (40 ) moves 
its full stroke, first shutting off the auxiliary reservoir 
from the train pipe by closing the connection between 
passage (B) and cylinder (A), next closing exhaust 




FIG. 1. 
Plain New York Triple Valve. 

valve (38 ) and opening graduating valve (48 ), thus 
admitting air into the brake cylinder; the amount 
admitted being in proportion to the reduction of the 
train-pipe pressure. If the train-pipe pressure is 
reduced but little, the pressure in the reservoir is soon 
reduced to less than that in the train-pipe, and the 
piston (40 ) starts back and closes graduating valve 
(48), without disturbing slide valve (38), which is held 
with some force by the air pressure, aided by spring 
(9), and checks the return stroke when valve (48) 



LOCOMOTIVE APPLIANCES. 55 

is closed. A further reduction of train-pipe pressure 
would repeat the same action and apply the brakes a 
little harder. If the train-pipe pressure is reduced five 
to eight pounds, the brakes will be applied with but 
moderate force, but if the train-pipe pressure is reduced 
twenty pounds, the graduating valve (48 ) will remain 
open and the brakes go full on, as the auxiliary reser- 
voir pressure will then continue to flow into the brake 
cylinder until the pressure in each has become equal- 
ized. 

An increase of pressure in the train-pipe will cause 
all the valves to move back to the position shown in 
the plate, thus releasing the brakes and allowing the 
reservoir to be re-charged. Passage (F) allows 
moisture from the train pipe to collect in chamber {G), 
where it can be readily drained by unscrewing plug 
(13). 

THE NEW YORK IMPROVED QUICK ACTION 
TRIPLE VALVE. 

Fig. 2 shows a sectional view of this triple valve. 
Figs. 2, 3 and 4 are ideal sketches with all working 
parts drawn on the same plane, in order to render an 
explanation more readily understood. In the actual 
construction some of the moving parts are placed at 
right angles to the main piston, so that all the inside 
parts can be removed without detaching the valve 
from the reservoir or the train-pipe. This valve has 
the same connections and is interchangeable with the 
Westinghouse quick action triple valve. 
, The work it does is known as "service" and "emer- 
gency," the first being its ordinary action, and the 
second giving the very strong and instant application 



56 



LOCOMOTIVE APPLIANCES 



for emergency use. To accomplish the latter through- 
out a long train, pressure from the train-pipe is dis- 
charged at each car in addition to the reduction by the 
engineer. As elsewhere explained, the ordinary 




Fig. 2. 
New York Quick Action Triple Valve. 

service application is made by letting from six to 
eight pounds pressure out of the train pipe, and 
emergency application by a sudden reduction of ten 
or more pounds. In either case, the reduction causes 
an impulse of air to travel through the train-pipe and 
operate the triple valve of each car as it passes along. 
The service reduction is not powerful enough to affect 
the emergency parts and travels through the train 
with moderate speed. The emergency reduction, 
however, is so much more powerful that it also sets 
the emergency parts in motion and, as they exhaust 
the train-pipe pressure in their immediate vicinity, 
this impulse is transmitted from car to car with great 
rapidity. 

The "service" parts occupy the central portion of 
Figs. 3, 4 and 5. The auxiliary reservoir is charged 
through the usual groove (£). Exhaust valve (38 ) 



LOCOMOTIVE APPLIANCES. 



57 



and graduating valve (48 ) cover the usual ports, and 
are moved by the main piston (128 ) for applying and 
releasing the brakes for service stops, in the manner 
already familiar in plain and quick action triple 
valves. 
The "quick action" parts occupy the left and top por- 




Train 
Pipe 



FIG. 3, 
Illustrative Model of New York Quick Action Triple Valve. 

(All valves in normal positions). 

tions of the drawing, and are inoperative under ordi- 
nary conditions. Vent valve (71 ) is held to its seat 
by spring (132 ), assisted by train-pipe pressure, and 
can only be opened when piston (129 ) is forced to the 
left. Quick action valve (138-139 ) is held to its seat 
by spring (140 ), assisted by reservoir pressure, and 
can only be opened when piston (137 ) moves to the 



58 



LOCOMOTIVE APPLIANCES. 






right, All parts are simple and durable, and the 
valves are so located that no oil from the brake cyl- 
inder can possibly reach a rubber valve seat. 

Fig. 3 shows the triple with all valves in their 
normal positions; Fig. 4 shows the position of the 
valves in service application; and Fig. 5 shows the 




Train 
Pipe 



FIG. 4. 

Illustrative Model of New York Quick Action Triple Valve. 
(Position of valves in service application). 

valves in emergency position. The arrows indicate 
the course of the air in each position. 

The triple valve proper consists of the triple piston 
valve (128 ), the exhaust valve (38) and the gradu- 
ating valve (48). The graduating and exhaust 
valves are of the slide valve pattern, and in their 
arrangement on the triple piston stem are independent 



LOCOMOTIVE APPLIANCES. 



59 



of each other. The triple piston valve is of the cup or 
extended pattern, and forms a cylinder for the vent 
valve piston (129). These three valves, combined, of 
course, constitute the triple valve, and the triple valve 
is the part that gives the brake its automatic action. 
The quick action part of the triple consists of the 




Fig. 5. 

Illustrative Model of New York Quick Action Triple Valve. 
(Valves in emergency position 1 . 

vent valve piston (129 ), the extended cup or cylinder 
of piston (128 ), vent valve (71 ), vent valve spring 
(132 ), emergency piston (137 ), emergency valve 
(139 ), and brake cylinder check valve (117 ). To 
these parts we may add the vent ports (M and J) and 
the passages {H, L L and K). 

In the normal position, that of charging the aux- 
iliary reservoir, as shown in Fig. 3, the air comes in 



60 LOCOMOTIVE APPLIANCES 

from the train-pipe, as indicated by the arrows, passes 
by the triple piston (128) through the feed groove (B) 
to the auxiliary reservoir. At the same time it charges 
chamber (G), between the vent valve piston (129 ) and 
the triple piston (128 ) through the very small port 
(F) drilled through the vent valve piston (129.) 

Main piston (128) has the same stroke for both 
service and emergency application. The small port 

(F) is of such a size that when triple piston (128 ) 
moves slowly to the left, as in service application, 
Fig. 4, the air in space (G) will be pressed through 
opening (F) without disturbing piston (129 ) from its 
normal position. 

In the service application (Fig. 2) only the triple 
valve proper operates. The triple piston moves to 
the left until it rests against, and forms an air-tight 
joint on the leather gasket (133); then the exhaust 
valve (38 ) is moved into a position covering the 
exhaust ports from the brake cylinder to the atmos- 
phere, and the service port is uncovered by the gradu- 
ating valve (48 ), so that the auxiliary pressure may 
expand into the brake cylinder and apply the brake. 

The sharp reduction of the train-pipe pressure for 
an emergency stop will cause main piston (128 ) to 
move rapidly to the left. In this case, the air in space 

(G) cannot escape through passage (F) fast enough 
to prevent a momentary pressure upon piston (129 ), 
strong enough to overcome its resistance and cause 
valve (71 ) to be pushed from its seat, as shown in 
Fig. 5. This allows train-pipe air to enter, moment- 
arily, the passage (H) and escape to the atmosphere 
through small port (M) and the larger opening (J). 
In doing this latter piston (137 ) is forced to the right 



LOCOMOTIVE APPLIANCES. 61 

enough to uncover port (J), and this movement 
unseats emergency valve (139 ) and allows the full 
power of the auxiliary reservoir pressure to pass 
rapidly to the brake cylinder, there to be instantly 
effective, on account of the large annular passage 
(L L) and check valve (117). Meanwhile, as passage 
(F) is always open, the temporary pressure exerted by 
air in chamber (G) has rapidly lost its effect by escap- 
ing through port (F), and spring (132) has returned 
valve (71 ) to its seat, thus checking the further escape 
of air when the train-pipe pressure is sufficiently 
reduced to apply the brakes to quick action on adjoin- 
ing cars. As valve (71 ) closes, it returns piston (129) 
to its original position, its travel to the right being 
limited by the stop (142 ), shown in Fig. 2. Valve 
(139) and piston (137) have also been returned to their 
former positions, as shown in Fig. 3. 

Releasing brakes after an emergency position is 
accomplished in the same manner as previously 
described under the plain triple. All other parts 
having automatically returned to their original posi- 
tions (Fig. 3), there is only the main triple piston (128) 
to be acted upon. Restoring the train-line pressure 
causes this piston to return slide valve (38) and grad- 
uating valve (48) to the position shown in Figs. 2 and 
3, allowing the brake cylinder pressure to escape to 
the atmosphere underneath the slide valve (38 ), at the 
same time the auxiliary reservoir is being replenished 
through the feed groove (B). 

This triple valve has no communication between the 
train-line and the brake-cylinder, and hence no defect- 
ive check valve can allow the brake-cylinder to escape 
back into an open train pipe. 



62 LOCOMOTIVE APPLIANCES. 

One of the advantages of this valve lies in the fact 
that it is so constructed, as shown in Fig. 2, that, if 
*any one of the valves leaks, it can be detected from the 
outside and the defect remedied without disturbing 
any of the pipe joints. 

Moisture from the train-pipe collects in the drain 
cup at the bottom of the valve where it can be drained 
by unscrewing the plug. 

While the parts are similar for passenger and 
freight triple valves, the ports in the former are larger, 
and therefore they should not be interchanged. Pas- 
senger triples have a letter "P" cast on the outside. . 

WESTINGHOUSE "1900" FEED- VALVE OR TRAIN- 
LINE GOVERNOR. SLIDE VALVE PATTERN. 

This form of feed-valve attachment to the "1892" 
Engineers' Brake Valve was designed to embody all 
the advantages of the old form and at the same time 
govern the train-line within closer limits, be less liable 
to derangement from gum and dirt, and be so ar- 
ranged that it can be easily taken apart and cleaned 
without the slightest interference with the adjustment. 

The method of attachment of this new device is 
identical with that of the older form, the two being 
interchangeable. 

As clearly shown in the cuts, Figs. 1 and 2, the 
supply-valve chamber F and the ports and passages 
marked / are in direct communication with the main 
reservoir through port / of the engineers' brake 
valve,* when the handle of the latter is in "running 

*For full particulars of the principle and operation of the Engi- 
neer's Brake Valve the reader is referred to " The Science of Rail- 
ways," where they may be found by reference to the General 
Index. 



LOCOMOTIVE APPLIANCES. 



63 



position." The passage lettered ii is an extension of 
the corresponding train-line passage in the brake 
valve. Chamber E is separated from chamber F 
by supply- valve piston 54. 

It will readily be seen that if chamber E is con- 
nected with the train-line, piston 54 (See Fig. 2) 
would be forced to the right by the greater main reser- 





Fig. 1. Fig. 2. 

Westinghouse "1900" Feed Valve or Train Line Governor. 
Slide Valve Pattern . 

54 — Supply Valve Piston. 59 — Regulating - Valve. 

55 — Supply Valve. 65 — Regulating Xut. 

57— Diaphragm. 67 — Regulating Spring 
58 — Supply Valve Piston Spring. 

voir pressure in chamber F acting on the other side 
of this piston. However, if chamber E were shut 
off from all communication with the train-line, it will 
be equally apparent that, as there are no packing 
rings in piston 54, the main reservoir pressure from 
chamber F would feoon form an equal pressure in 
chamber E, thus allowing the supply-valve piston 
spring 58 to force piston 54, and with it the slide- 



64 LOCOMOTIVE APPLIANCES. 

valve supply valve 55 to the left, closing port b, as 
shown in Fig. 2. 

Now it is in order to explain how chamber E may 
or may not be in connection with the train-line. 

By referring to Fig. 1, it will be seen that regulating 
valve 59, when open> connects passage c c leading 
from chamber E (consult both Figs. 1 and 2 to see 
the connection) with diaphragm chamber G, which 
in turn is connected by invisible passages ii (dotted 
lines, Fig. 1) with the train line at port i at the top. 
Regulating valve 59 is normally held open by dia- 
phragm 57, which is acted upon by regulating 
spring 67, whose tension of seventy pounds is 
adjusted by regulating nut 65. 

When the handle of the engineer's brake valve is 
placed in "running position," main-reservoir air is 
admitted to chamber F, forces supply-valve piston 
54 forward, carrying supply valve 55 with it, 
uncovers port b, and gains entrance directly into 
the train line through passage ii. The resultant 
increase in train-line pressure likewise increases the 
pressure in chamber G under diaphragm 57 until 
it overcomes the tension of regulating spring 67, 
previously adjusted to yield at seventy pounds or 
some other desired pressure. The consequent move- 
ment of diaphragm 57 allows regulating valve 59 
to be seated by its spring, closing port a and cutting 
off all communication between chamber E and the 
train-line. The main-reservoir pressure in chamber 
F then equalizes with the pressure in chamber E, 
by leakage past supply-valve piston 54, and supply- 
valve piston spring 58, previously compressed by the 
comparatively higher pressure in chamber Fj now 



LOCOMOTIVE APPLIANCES. 65 

reacts and forces supply valve 55 to its normal posi- 
tion, closes port b, and cuts off the communication 
between the main reservoir and the train-line. The 
reduction of train-line pressure below seventy pounds, 
or other set limit, reduces the pressure in chamber 
A, thereby permiting regulating spring 67 to react 
to the left and forcing regulating valve 59 from its 
seat, thus allowing the accumulated pressure in 
chamber E to exhaust into the train line through 
ports cc and ii (dotted), as previously described. 

The main-reservoir pressure in chamber F now 
readily overcomes that now in chamber E, and 
hence forces piston 54 and with it the supply valve 
55 to the right, and recharges the train-line through 
port b, as before described. 

With this form of valve it is readily seen that the 
train-line is charged more quickly than with any of 
the former designs, because it maintains a wide open 
port until the full train-line pressure has been reached. 

HIGH-PRESSURE CONTROLLING APPARATUS. 

The high-pressure controlling apparatus was orig- 
inally designed for the high-speed braked trains,* but 
has become adopted and quite useful in service on 
mountain grades, for which its utility will be easily 
recognized. It should be noted that the new slide 
valve feed-valve attachment, fully illustrated and 
described elsewhere in this volume, is now a standard 
part of this high-pressure controlling apparatus. 

* For further details of the High-Speed Brake apparatus the 
reader is referred to "The Science of Railways," where, in the 
General Index, he will find several references to descriptions and 
illustrations of the special mechanism connected therewith 
5 



66 



LOCOMOTIVE APPLIANCES. 



Adjusted 



Adjusted for go lbs. 
!^ Cut-out Cockv 



In high-speed brake service the same locomotive 
does not always haul the same train, and hence such 
locomotives must be so 
equipped that they may 
be ready in a moment's 
time to work in either 
high-speed 
ordinary ser- 
vice pressures. 
While this 
would ordinar- 
ily require a 
change in the 
adjustment 
the pump 
governor 
and feed 




Fig. 3. 
High-Pressure Controlling Apparatus. 

valve attachment in changing from 
one service to the other, yet the 
controlling apparatus here shown makes it possible to 
throw the low-pressure governor and the low-pressure 
feed-valve attachment out and the similar high- 
pressure parts in by the mere turning of two valveS. 



LOCOMOTIVE APPLIANCES. 67 

As will be seen by the cut, the duplex governor 
consists of a single body and two tops or heads, one of 
which is adjusted at 90 and the other at 110 pounds 
pressure. Each governor head is connected to the 
main reservoir pressure, which it is their duty to 
control. The reversing cock is placed in some con- 
venient and secure place, generally under the running 
board on the engineer's side of the locomotive. This 
cock has two feed-valve attachments, one set at 70 and 
the other at 90 pounds train line pressure, and either 
of these may be thrown into use and the other cut out 
by merely turning the handle of this reversing cock. 
It should also be noted that there is a small %-inch 
cut-out cock in the air pipe leading to the low-pressure 
(90 pounds) governor. Thus, by turning the revers- 
ing cock handle to the left, the 70-pound feed-valve is 
thrown into operation, and by opening the %-inch 
governor cut-out cock, the 90-pound governor is oper- 
ative, thereby giving the low-pressure system. If it 
be desired to change to the high-pressure system, 
reverse the position of both cocks, that is, turn the 
reversing cock handle to the right, thereby cutting out 
the low-pressure feed-valve and throwing the high- 
pressure feed-valve into use; close the %-inch gov- 
ernor cock, thereby cutting out the low-pressure 
governor and allowing the air pump to compress air 
into the main reservoir until the high-pressure gov- 
ernor acts. 

When the above described apparatus is used in 
connection with the high-speed brake, it is customary 
to set the high-pressure feed- valve at 110 pounds and 
the high-pressure governor at 120 pounds pressure. 



BRAKE SHOES. 

The subject of shoes is ordinarily considered a 
prosaic one; but as foot wear for mankind must be 
adapted to the various requirements to be met with, 
so must the brake shoe "fit" the service required. The 
man with sharp nailed logging boots would be no 
more handicapped in wearing them in the ball-room 
than w T ould be the dancer with his patent leather 
"pumps" in a log-rolling contest. 

The same air pressure applied to the various wheels 
of a locomotive or train where brake shoes of different 
hardness are used will produce a widely different fric- 
tion as well as tire-dressing effect on the various 
wheels. Before the maximum braking power could 
be obtained from the friction of the hard cast iron 
shoes, the wheels having softer shoes applied would 
be sliding. Sliding wheels not only cause damage to 
themselves but while sliding reduce the retarding 
effect for which the brake exists. Hence the only 
way to obtain the fullest degree of brake efficiency is 
to have a uniform hardness of brake shoe on each 
wheel. 

Brake shoes are made for three kinds of service, 
namely: 

(1) Steel-tired driving wheels, (2) chilled cast iron 
and (3) steel-tired car, engine truck, and tender 
wheels.* 

* For further information on brake shoes and the various degrees 
of cast iron best adapted thereto, the reader is referred to 'The 
Science of Railways," General Index, Vol. XII. 

(68) 



LOCOMOTIVE APPLIANCES. 



69 



The brake shoe for locomotive driving wheels must 
be one that not only will produce the necessary friction 
for braking purposes but also dress off that portion of 
the tire which is not worn down by contact with the 
rail. Small-wheeled freight and suburban passenger 
engines necessarily require a brake shoe that will 
cause greater tire dressing than that \ . 

necessary for the large driving wheels * * 
of express locomotives. 

It has been said with 
reason that work on 
driver and tender 
brakes that will enable 
them to wear out brake 
shoes is more to be de- 
sired than quick-acting 
triple valves, and it is 
safe to assume that the 
brake which does not wear 
out shoes in a reasonable 
time is doing but little work; 
before all other considerations 
the brake should have proper 
holding power. 

The primary point in the consideration of a brake 
shoe is friction, and next to this the effect of the shoe 
upon the tire. The experience of railroad men in 
general and the results of various tests show that 
steel acts more effectively on the tire than chilled or 
unchilled cast iron, and for this reason shoes of steel, 
or steel and iron, for locomotive service, are the most 
efficient and popular. 

The last point to be considered in the brake shoe and 




Fig. 1. 
Brake Shoe and Its Applica- 
tion to the Driver. 



70 LOCOMOTIVE APPLIANCES. 

one which is of the least importance in comparison 
with the other two (although oftentimes overlooked by 
the purchasing agent in his zeal for cheapness), is the 
life of the shoe, or its durability. 

The brake shoe which lasts the longest is liable to 
be the one which does the least work. It can be shown 
that by reducing the brake pressure, the same result is 
accomplished as would occur from making the shoe 
very hard. 

The shoes for locomotive service are: 

First, the driving brake shoes, which are required 
not only to hold the wheel but also to cut down the 
tire where it is not acted upon by the rail. 

Second, the leading truck and tender shoes, which 
while giving good frictional effect should not act so 
severely upon the tires, because of the reduced action 
of the rail in wearing into the tires. However, the 
shoes for the leading truck should cover not only the 
outer tread but the flange also of the wheel in order to 
reduce to a minimum the tendency to sharp flanges. 
The tender shoes, if used on steel tires, should prefer- 
ably be made of the same design, although the tend- 
ency toward wearing the wheel flanges sharp is not so 
great as in the case of the engine truck. The shoes in 
each case should have good frictional effect consistent 
with the proper action on the tires. 

THE SARGENT BRAKE SHOES. 

The Sargent brake shoes, made under license from 
the American Brake Shoe Company, are described as 
follows: 

Locomotive Driving Brake Shoes. — First, the 



LOCOMOTIVE APPLIANCES. 



71 




Fig. 2. 
Skeleton Steel Brake Shoe. 



skeleton steel brake . shoe, Fig. 2, is a casting of 
mild steel, the metal of which is 
so disposed as to cover as much 
as possible those parts of the 
wheel tread which are not acted 
upon by the rail. Steel is the 
most effective metal for wearing 
down the tire and in the skeleton 
steel brake shoe the right metal 
is properly designed for the service required. The 
material possesses high f rictional power and a strong 
wearing action on the tire, and, as distributed in the 
skeleton design, cuts away the outer tread and top of 
flange, thus tending to maintain the original tire out- 
lined. Shopping engines for tire turning is largely 
prevented or delayed by the use of the steel shoe, and 
the expense of locomotive maintenance considerably 
reduced. The skeleton steel brake shoe is strongly 
recommended for freight, switching and suburban 
service, and where tires are rapidly worn into by the 
action on the rail. 

The Skeleton Steel Insert Shoe, Fig. 3, is recom- 
mended for general locomotive service. It is not so 

severe a tire dresser as the all- 
steel shoe, but is more generally 
used. It consists of a body of 
cast iron having inserts of a spe- 
cial crucible steel disposed along 
the face of the shoe where it con- 
tacts with the tire outside of the 
limits of rail wear. These inserts 
remain constant, being unchanged by the heat of 
friction, presenting hard and uniform cutting edges 




Fig. 3. 

Skeleton Steel Insert Shoe 



72 LOCOMOTIVE APPLIANCES. 

which are exposed by the grinding away of the cast 
iron between them, and act like milling tool cutters in 
dressing down the tire. The skeleton design removes 
much of the shoe metal from against the throat of the 
wheel flange and over the line of rail wear; the broad 
surfaces of soft cast iron at each end of the shoe and 
the large area surrounding the inserts afford ample 
holding power, while the inserts by their hardness 
insure durability and cutting action on the tire. 

The skeleton steel insert shoe is designed for all 
classes of locomotive service and its use insures 
increased engine mileage between tire turnings and 
increased brake efficiency. 

The Improved Combination Brake Shoe, Fig. 4, is 
designed for those who desire great durability com- 
^-—-^A bined with wearing action on the 
Xnllj / tire. It consists of a body of cast 
/ I / iron having high chilling proper- 
ly , / / ties; diagonal grooves along the 

y^ y J outer tread, and depressions in the 

(C , / / flange-bearing portions made by 

^—^\j\/ metal chill blocks, provide sharp 

^— ^_^^y edges for cutting down the tire; 

Jjf " \- across the face of the shoe and over 

Improved Combi nation 1 

Driving Brake shoe. the limits ol the rail wear upon the 
tire, are alternate areas of chilled and soft metal, the 
former to reduce to a minimum the abrading action of 
this portion of the shoe face upon the tire, and the 
latter to provide f rictional effect. The combination of 
cutting edges and hard and soft surfaces of contact 
being such as to provide an equality of brake shoe 
action upon the tire, so as to prevent uneven wear. 
This brake shoe is in extensive use and proves a most 
durable and economical shoe. 



LOCOMOTIVE APPLIANCES. 



73 




Fig. 5. 

Skeleton Diamond 
Brake Shoe. 



'S" 



Engine Truck and Tender Brake Shoes. — The 
Skeleton Diamond "S" Brake Shoe consists of a body 
of soft cast iron surrounding and permeating a bundle 
of expanded sheet steel, as shown by Fig. 5. The 
shoe is especially designed to give a 
mild uniform dressing action upon 
the outer tread and the top of the 
flange in order to keep up with the 
wear of the rail into the tire and to 
perpetuate as long as possible the 
original shape of the wheel tread. 
The combined structure of steel and 
cast iron makes a very strong shoe 
with a composite face in which 
strands of mild steel bind the cast iron in all directions. 
The toughness of the steel retards the rapid grinding 
away of the cast iron without materially reducing the 
frictional effect, with the result of increasing the life of 
the shoe over that of plain cast iron without sacrifice of 
holding power. 

The use of this brake shoe on truck and tender 
wheels, as well as the steel-tired coach wheels, means 
greater mileage from the tires, increased efficiency in 
brake action, together with a reduction in 
the total cost of operation. 

The Unflanged Diamond "S" Brake Shoe 
is a reinforced cast iron shoe, as shown by 
Fig. 6. It is simply a block of soft, strong 
iron castabout abundle of strips of expanded 
sheet steel. The combination forming a 
solid, homogeneous mass in which the steel 
is not fused by the iron, but retains its 
toughness and strength, and on account of 




Fig. 6. 

Unflanged 

Diamond"S" 

Brake Shoe. 



74 LOCOMOTIVE APPLIANCES. 

the bonded structure of the shoe, holds it together so 
that it can be worn down much thinner than the plain 
cast iron shoe without danger of fracture. The 
durability and strength of the Diamond "S" shoe 
insure a reduction in cost with an improvement in 
the brake efficiency. 

The "U" Brake Shoe, as shown by Fig. 7, is 
designed to provide a shoe with the maximum dura- 
bility with a constant and uniform 
action throughout its entire life, 
without injurious effect on the 
wheel; and to secure this extra 
endurance at as little expense of 
holding power as possible. 

The idea is to take a soft cast iron 
shoe and add metal to the ends 
beyond the limits of the ordinary 
W 7. M. C. B. shoe, hardening these ends 

from the back in such a manner 
that the chilled or unchilled portion merges into the 
softer iron before reaching the surface of the shoe 
exposed to wear against the wheel at the beginning of 
service. So that at the start the whole area of contact 
of the "U" Shoe is of soft, unchilled iron equal to the 
face of the Standard M. C. B. Shoe. As the shoe 
wears down the hardened ends come into play to 
increase its life and these hardened ends, while delay- 
ing the rapid wear of the soft cast iron, increase the 
bearing surface of the shoe upon the wheel, making 
up somewhat for the decrease in frictional effect. 

The location of the hardened ends of the "U" Shoe 
are outside the limits of the M. C. B. brake head and 
in no way diminish the strength of the shoe. The 




LOCOMOTIVE APPLIANCES. 



75 



ordinary type of chilled brake shoe is very liable to 
break in service on account of the strained condition 
of the metal, due to the chilled sections or inserts. 
This strained condition is entirely removed in the 
construction of the "U" Shoe; which is used on tender, 
coach and car wheels where great durability is 
desired. 

{ THE LAPPIN BRAKE SHOES. 

The recent development in the line of improvement 
in brake shoes has been, not so much in the creating 
of new forms or types, as in the modification of exist- 
ing types to insure the practical wearing out of all or 
nearly all of the metal in the shoe, 
and thereby eliminating the brake 
shoe scrap that has in the past 
contributed so large a proportion to 
the waste of metal that makes up the 
scrap heap in railroad yards. 

The first marked advance made 
in this direction was with the steel 
or malleable metal back shoe pat- 
ented by H. B. Robischung in 1893, 
and since acquired by the Lappin 
Brake Shoe Company. In addition 
to this malleable metal back this 
shoe is now being furnished with 
malleable hooks and lugs on types 
of shoes where they form part of the 
device for attaching the shoe to the 
brake head. 

Fig. 8 illustrates a driver brake 
shoe having malleable or steel back 




Pig. 8. 

Lappin Driver Brake 

Shoe, with Malleable 

Back and Lugs. 



76 



LOCOMOTIVE APPLIANCES. 



and lugs, as described. With this construction, the 
shoe can be worn down with perfect safety to this 
back which is about one-fourth of an inch thick, 
thereby reducing the scrap loss by more than fifty 
per cent., and the hooks or lugs, being of malleable 
metal, cannot break, as sometimes happens when 
they are of common cast iron or of the same material 
as the body of shoe. 
Fig. 9 gives two views of the now standard 

Lappin car shoe of the 
M. C. B. type with steel 
back, one showing the 
back of an unbroken 
shoe and the other a 
face view of shoebroken 
in pieces to show the 
grip of the metal in 
body of shoe on the 
metal back. The pieces 

Lappin Car or Tender Brake Shoe. are held SO firmly tO the 

back that if the shoe from any cause 
should crack or break, in several pieces, 
it can still be worn out with entire safety. 
Fig. 10 shows a malleable metal or 
steel back extending over the lug on 
back of shoe, and through which 
passes the key that secures the shoe 
to brakehead. This lug, when formed 
of the cast metal integral with the body 
of the shoe, is liable to break, in which 
case the shoe is at once detached from 
brake head and falls off; but with the 
malleable metal back extending over 





Fig. 10. 

Lappin Brake 

Shoe. 



LOCOMOTIVE APPLIANCES. 



77 



and forming the lug, it is impossible for the shoe to 
break at this point and fall off. 

Fig. 11 shows the back and face view of the inter- 
locking shoe, the latest development in brake shoe 
improvements, which it is claimed will entirely 
eliminate the brake shoe from the scrap heap, 
as this shoe wears entirely out in the service, 
leaving no scrap that can be found. It can be 
furnished in the ordinary soft iron brake shoe 
mixture, to roads that so prefer it, or it can be fur- 
nished with inserts in the face for use on chilled 
wheels, or it can be chilled in sections in conformity 
with the Lappin standards 
for use on either chilled or 
steel tired wheels, the inserts 
of the chills very greatly 
increasing the life or wearing 
qualities of the shoe. 

When first applying this 
type of shoe, what is 
known as the plain-faced 
type without any inter- 
locking recesses cored in the face is used, and 
when this shoe has worn down to about five- 
eighths of an inch in thickness, or to the point at 
which ordinary cast iron shoes are scrapped, it is 
removed, and by the interlocking device on its back 
it is secured to the face of a new pocket-faced shoe, 
and the whole is then again reapplied to the brake 
head with the new pocket faced shoe next to the brake 
head, and the remaining unworn part next to the 
wheel, as shown in Fig. 12. 




Fig. 11. 
Interlocking Brake Shoe. 



78 



LOCOMOTIVE APPLIANCES. 



This shoe is cast 
in two parts, each 
about seven inches 
in length, and these 
short segments at 
once adjust them- 
selves equally well 
to wheels from 
thirty- three to thirty- 
six inches in diam- 
eter, and thus ob- 
viate the necessity 
of carrying a stock 
of shoes for these 
different sizes of 
wheels. The re- 
maining unworn 
part of the old shoe, 
when again attached 
to the face of a new 
shoe, always pre- 
PlG 12 sents a surface ex- 

The Interlocking.'Divided, Brake Shoe. ac'tly Conforming 

with the radius of the wheel against which it had 
been previously applied. 




THE CORNING BRAKE SHOE. 

As the result of an extended study of the require- 
ments of a brake shoe suitable for both steel-tired 
and chilled wheels, the Corning Brake Shoe Company 
presents another type of- brake shoe. The materials 
used in its construction, soft cast iron and chilled iron, 



LOCOMOTIVE APPLIANCES. 



79 



were selected as being the only common metals which 
do not injure steel tires. No steel or wrought iron is 
used in Corning brake shoes. 

Reference to the accompanying engravings will 
show the Corning brake shoe for locomotive driving 
wheels and the plain shoes for cars and tender 
wheels. These are all similar in having the main 
body of the shoe of tough, hard iron cast about a 






Fig. 13. Fig. 14. Fig. 15. 

Corning Soft Corning Driver, Corning Plain 

Gray Iron Brake Shoe. Brake Shoe. 
Insert. 

soft gray iron core, shown in Fig. 13; the body of 
the shoe has a chilled face. The sides of the soft 
iron inset are so tapered from the back to the face 
of the shoe that, after the body is cast about it, a 
section through the shoe shows a dove-tail joint. 
The advantage gained by this combination is that 
the long life of the chilled iron is obtained, while at 
the same time the soft iron gives to the shoe fric- 
tional qualities equal to those of the ordinary cast 



80 LOCOMOTIVE APPLIANCES. 

iron so commonly used in service. The wearing 
qualities of this combination of materials have re- 
peatedly been shown by service tests made on many 
railroads, while recent laboratory tests have estab- 
lished the claims made for the frictional qualities of 
these shoes. It is claimed that one of these shoes 
such as shown in Fig. 15, will outwear six plain 
cast iron shoes of ordinary hardness. 



FLEXIBLE METALLIC JOINTS. 

It has long been customary to convey steam and 
air by rubber hose when flexibility of construction has 
been required. In regard thereto it should also* be 
stated that such hose has been perfected in quality 
to a very great extent. However, the combined 
effects of the pressure within and the weather without 
ultimately require its renewal, and the length of time 
during which it may safely be used is very indeter- 
minate. 

With the advent of the air brake on all classes of 
trains, and steam heating on passenger trains, came 
a demand for some flexible metallic joint or coupling 
to be used between the vehicles. 

While the air brake train-pipe has normally a 
greater pressure than the train steam heating pipe, 
the latter is not only larger but is frequently subject 
to undue pressures, sometimes approaching the full 
boiler pressure carried on the locomotive; this might 
be caused from improperly closing valves near the 
head end of the train, or more usually from defective 
pressure regulators on the locomotive. Then, too, 
more danger and delay are attendant upon the burst- 
ing of a steam hose than that of an air hose. 

Considerable difficulty has been experienced in 
designing a satisfactory flexible coupling for all pur- 
poses, that should of necessity be easy of coupling 
and uncoupling. Inasmuch as the locomotive and 
tender require to be less frequently disconnected than 

6 (81) 



82 



LOCOMOTIVE APPLIANCES. 



other parts of the train, it is but natural that a satis- 
factory metallic connection between these should have 
first been put into extensive practice. 




Although a large number of such devices havebeen 
used locally on various railways, it will be the inten- 



LOCOMOTIVE APPLIANCES. 83 

tion to here describe only those which have been used 
extensively in all parts of the country. 

THE MORAN FLEXIBLE JOINT. 

Fig. 1 clearly illustrates the application of this 
joint for steam heating connection between engine 
and tender. It will be noticed that, to give the best 
results, all three joints should stand square with the 
piping when the engine is on a straight track. 

By reference to Fig. 2, which shows a sectional 
view of one of the three joints, the arrangement of the 
automatic relief trap may be clearly seen. It consists 
of a small steel ball held off from its seat by a spring 
whose tension is only sufficient to withstand about 15 
pounds per square inch. Hence as soon as the pres- 
sure exceeds this amount the ball seats and prevents 
all escape of steam or water. However, when the 
steam is shut off and the pressure drops below 15 
pounds, the automatic drip is opened and all con- 
densation escapes. This automatic action of the 
traps will thus effectually prevent np 
all freezing and bursting of pipes JH| 
under engine and tender provid- /^j^w\ 
ing the piping is properly done, that iKffBfi^-, 
is, sloped from each way toward s|pij(gjpp 
these joints in order that they may ^BIBfc^: 
be at the lowest point and conse- w 

quently drain off all water of con- Sectio J y ie 2 w Moran 
densation. Flexible Joint - 

These joints require no care and attention as long 
as they have steam for lubrication, but in warm 
weather when not in use and sand and grit works 
into the joints, it is most advisable to either constantly 



84 



LOCOMOTIVE APPLIANCES. 



keep a slight pressure of steam on them by closing the 
cock at the back of the tank or else to remove the 
joint from the locomotive until cold weather. 

The former practice is that advised by the manu- 
facturer. 

Fig. 3 shows this same metallic coupling as made 
for connecting steam piping between cars or between 




Fig. 3. 

Metallic Coupling for Steam Piping. 



the rear of the tender and the train. Should the 
train break in two, the chains automatically dis- 
engage the steam coupling without damage thereto. 



Mclaughlin's 
flexible 
metallic 

CONDUIT. 

For conveying 
steam or air between 
locomotive and ten- 
der. 

The joints in the 
pipe are made by 
swiveling elbows. 




I ^Free to turn 



Section of Swivel Joint. 



LOCOMOTIVE APPLIANCES. 



85 



A nipple, with an enlarged end, is inserted in the bore 
of the elbow, and is free to turn therein, but is held in 
place by a cup nut, against which the shoulder, or 
enlargement of the elbow, bears. A ring of vulcan- 
ized rubber is inserted between these surfaces to make 
a tight joint and to provide for taking up wear. 




Roil 



Fig. 2. 

Plan and Elevation of Steam Heat Conduit as applied between 

Locomotive and Tender. 

While adapted to and used for a large number of 
purposes requiring flexible connections, the most 
severe test has been made in connecting locomotives 
and tenders for steam heating. In this exacting serv- 
ice the arrangement has given excellent satisfaction 
for a period of three years. It wears well and does not 
leak. The construction is shown in the engravings. 



86 



LOCOMOTIVE APPLIANCES. 



Any couplings used by any railroad can be used 
with the joint the same as if it were hose. 

This conduit has been adopted by a number of the 
large railway systems of the country. 



CLIMAX FLEXIBLE METALLIC JOINT. 

Fig. 1 shows the general construction and arrange- 
ment with a pet cock at the lowest point of the coupling 
for drainage of all water when not in use. There is a 
double or universal joint at each side and a single or 
swivel joint in the center. 




Fig. 1. 
Climax Flexible Metallic Joint. 



Fig. 2 shows a sectional view of one of the universal 
joints. They are made entirely of steam metal, and 
the two glands (G-G) are each surrounded by three 
Jenkins discs screwed down to a joint by the nuts 
(E-E). These nuts have holes in their faces to per- 



LOCOMOTIVE APPLIANCES. 



87 



mit their removal whenever the discs require renewal. 
To do this the caps (C-C) may be taken off. 



A and B — Connec- 
tion to Piping. 

C-C-C— Caps for 
removal of 
Glands and 
Packing. 




D — Jenkins' Discs 
for Packing. 

E-E— Nuts to hold 
Glands. 

G-G— Glands. 



Fig. 2. 
Climax Flexible Metallic Joint — Double Joint. 

The center swivel joint shown in Fig. 1 has a single 
gland and set of packing similar to those shown in 
Fig. 2. 



PRESSURE GAUGES. 



The first devices for indicating the varying changes 
of pressure were extremely crude, although the ab- 
solute standard is and always has been the weight 
of mercury (quicksilver) expressed in pounds pres- 
sure per square inch. 

One of the first pressure gauges used was a simple 
"U"-shaped glass tube partly filled with mercury; the 
pressure admitted to one side lowering the level in that 
side and raising it in the other. The difference 
between the two levels determined the pressure — 
2 1-32 inches (approximately) being equal to one pound 
per square inch at a temperature of 60 degrees Fahr. 

When it was not convenient 
to graduate directly upon 
the glass tube, recourse was 
had to a metal tube with a 
float and independent scale 
in some convenient . loca- 
tion. The engraving Fig. 
A shows such a U-shaped 
tube with float transferring 
the indications to a scale 
by means of a cord over 
pulleys. 

While the mercury gauge has been greatly per- 
fected it is, as before stated, still the standard gauge 
to this day. The most accurate test is a perpendicular 
iron tube, immersed in a sealed pot of mercury at its 

(88) 







T»BovV*r 




6<XCJ€ 



Fig. A. 
Mercury Column and Gauge. 






LOCOMOTIVE APPLIANCES. 



89 



base and running high in the air (see Fig. 1). The 
pressure from the test pump is applied to the surface of 




Fig. 1. 
Electro-Mercurial Gauge Tester. 



the mercury and causes the latter to rise in the tube to 
a height proportionate to the pressure applied. At 



90 



LOCOMOTIVE APPLIANCES. 



each point of graduation on the tube, an insulated 
platinum wire point is inserted and connected with an 
electrical register. By means of battery connections 
to the mercury and to each platinum point, when the 
two come in contact at each graduation, the electrical 
register is formed. 

Although the sealed tube was allowed on higher 
pressures, yet as late as 1843 the French government 
required the open tube to be used for engines under 
sixty pounds and steamboats under thirty pounds 
pressure per square inch. 

On account of its defects and disadvantages for 
ordinary pressure measurement, the tube of mercury 
gradually gave way to gauges of mechanical con- 
struction, more suitable for practical use. The 
designs and modifications of such mechanical gauges 
are now quite numerous, but for years there were two 
principal types, viz.: the "Bourdon" tube and the 
"diaphragm." 

The single spring Bourdon gauge as shown in 
Fig. 2, is dependent for its action upon the fact that 

pressure admitted to a bent 
tube has a tendency to 
straighten it; however, it was 
found to be open to objection 
from two main causes — (1) 
The end of the tube, after 
passing the top center, 
became a pocket for water of 
condensation, and hence be- 
came liable to damage by 
frost. (2) As the tube was 
long and sensitive to motion, it was found not 




Fig. 2. 
Single Bourdon Spring Gauge. 



LOCOMOTIVE APPLIANCES. 91 

accurate on a locomotive or any moving machin- 
ery, as the jolt and jar kept the pointer in such a 
constant vibration as to prevent a correct reading of 
the pressure being obtained. 

Each improvement upon this single Bourdon tube 
gauge consisted mainly in cutting off a piece of the 
tube, until finally the tube did not pass the top center. 
The vibration and pocket features were thus over- 
come, but at a sacrifice of the motion of the spring. 
This finally resulted in the introduction of the double 




Fig. 3. 
Double Bourdon Spring Gauge. 

Bourdon tube gauge, which is shown in Fig. 3. This 
was found to be more satisfactory and free from the 
two former prime objections to the Bourdon tube. 
The principle of this double Bourdon tube is the 
same as of the single tube style, and this principle 
can readily be understood by noticing the tendency 
of a coil of hose to straighten out when pressure is 
admitted within it. 

The other type referred to is the diaphragm gauge, 
invented in about the year 1849. One of the earlier 



92 



LOCOMOTIVE APPLIANCES. 




Fig. 4. 

Early Form of Diaphragm 

Gauge. 



forms of this gauge is shown 
in Fig. 4, having the dia- 
phragm located in a compart- 
ment below the gauge. The 
objection to this gauge, as 
originally designed, was in 
the use of the flat diaphragm 
fastened rigidly at the circum- 
ference. It was impossible to 
make allowance for the draw- 
ing in toward the center when 
pressure was applied. The 
diaphragm made of a corru- 
gated plate has finally been 
used to reduce this tendency. 
Fig. 5 clearly illustrates another and different form 

of diaphragm gauge. In this gauge there were 

several corrugations on one side 

and none on the other; the 

pointer was fastened perpendic- 
ularly, as shown, at the center 

of the diaphragm. Thus the 

extra movement on the corru- 
gated side, produced by the 

applied pressure, moved the 

pointer or hand of this gauge 

along the graduations. 
Siphons and Siphon Cocks. — 

Wherever a pressure gauge is to 

be used for steam, siphons are 

indispensable. ^ , „ FlG - 5 - . < 

„ A ,, in Early Form of Diaphragm 

.For very small gauges bulb Gauge. 

siphons or "traps," three styles of which are shown in 




LOCOMOTIVE APPLIANCES. 



93 






Fig. 6. 
Bulb Siphons or Traps. 




94 LOCOMOTIVE APPLIANCES. 

Fig. 6, are often used, but for larger gauges a pipe 
siphon, as illustrated in Fig. 7, is used, as it can be 
made of such size as necessary to hold 
sufficient water. 

It should be particularly understood by 
those using pressure gauges of the types 
hereinafter shown that none of the manu 
facturers warrant these gauges for steam 
use unless a siphon is attached that will 
supply sufficient water to fill the tubes 
MPi an( ^ s P rm S s > otherwise they become heated 
siphon, by steam and cannot be depended upon 

for accurate indications of pressure. 
The principle of the siphon is readily understood by 
reference to steam heating pipes in any house, or in 
the pits of a roundhouse, with which all are familiar. 
It is well known that pipes gradually sloping will 
permit steam to pass throughout their length, but 
that when there is a low place anywhere the water 
will settle at that point and remain unless there is an 
outlet beyond through which the steam pressure 
behind can force the water. These siphon pipes are 
used to form such traps for steam gauges, and it 
should be borne in mind that any leak, no matter how 
slight, between the siphon and gauge, will permit the 
steam to force the water out and itself enter the gauge. 
All gauges used on a locomotive, whether to indi- 
cate steam or air pressures, should be placed as far 
from the boiler as possible, and, while rigidly secured 
to prevent vibration, they should be mounted on 
brackets insulated as well as may be from the heat 
radiating from the boiler or by conduction through 
the bracket. To minimize this conducted heat, 



LOCOMOTIVE APPLIANCES. 



95 



gauges should preferably be fastened to wooden 
blocks, and the latter to the boiler gauge bracket 
itself. 



CROSBY LOCOMOTIVE PRESSURE GAUGE. 

This gauge has the double Bourdon tube springs, 
as shown in the engraving, Fig. 9. The tube springs 
are connected at each end with their respective parts 
by screw threads without the use of any soldering 
material whatever, thus insuring tight joints under 
extreme conditions of heat and pressure. The lever 





cig. 8. Fig. 9. 

Crosby Locomotive Pressure Gauge. 

mechanism, which transmits the free movements 
of these Bourdon tube springs to the index, has been 
designed with great care, and so that it may be 
easily renewed in case of repairs. 

These gauges for locomotive use are graduated to 
any pressure not exceeding five hundred pounds per 
square inch. 



96 



LOCOMOTIVE APPLIANCES. 




Fig. 10. 
Crosby Single Tube Gauge. 



Fig. 10 shows the internal 
arrangement of a single Bour- 
don tube spring Crosby gauge. 
This gauge is designed to 
meet the demand for a cheaper 
gauge than the more accurate 
double tube form before illus- 
trated. 

The thermostatic water 
back- gauge shown with 
single and double Bourdon tube springs in Figs. 11 
and 12, is particularly adapted for use on high-pres- 
sure locomotives, especially compound locomotives, 
which frequently carry a boiler pressure of two hun- 
dred pounds, or over. 

It is well known that when a steam gauge in use, on 
account of its location, is heated to a temperature of 
100° Fahr., and upwards, that there is an expansion of 
its parts, due to the heat, to such an extent that it will 
be erroneous in measuring the pressure which it 
should record. In such cases the parts which mate- 
rially affect the correct operation of the gauge are the 
tube springs. It occurs thus: The tube springs 
having been tested and adjusted to a certain move- 
ment under pressure in the ordinary temperature of 
the factory, or where it takes place, will when the same 
are heated in use to a high temperature lengthen by 
expansion to such an extent that, when they are sub- 
jected to the same pressure, their free ends will move 
through a larger arc than when they were tested. 
This movement multiplied by the ordinary mechan- 
ism of a steam gauge for transmitting it, causes this 
increased pressure to appear upon the dial. In such 



LOCOMOTIVE APPLIANCES. 



97 



a heated condition of the tube springs, the error pro- 
duced is sometimes considerable, being several per 
cent, greater than the true pressure, thus deceiving 
the user of steam into the belief that he is getting a 
less result, in work, from the indicated pressure than 
he ought. This error can be corrected by suitable 
mechanism in the steam gauge. Such an one, it is 
claimed, is internally shown by Figs. 11 and 12. In 
the ordinary steam gauge, the bar which transmits 
the movement of the free ends of its tube springs is 





Fie. 11. Fig. 12. 

Single Bourdon Tube Spring. Double Bourdon Tube Springs. 

Crosby Thermostatic Water-Back Gauges. 

made of a homogeneous metal, and when the tube 
springs are affected under heat as above stated, it 
transmits the increased movement just in the same 
way that it would transmit the intended or designed 
movement when the tube springs are cold. Thus the 
error arises. In the improved gauge above shown, this 
bar is made of brass and steel brazed together, forming 
a thermal bar, so that, under the influence of high 
temperatures, it will compensate for the expansion or 
lengthening of the tube springs and their greater 
movement thereby under pressure, by retarding 



98 LOCOMOTIVE APPLIANCES. 

simultaneously the motion of the index which records 
such movement on the dial. The action of this ther- 
mal bar is, that its end remote from that where it is 
attached to the tube springs will droop, or deflect, or 
move oppositely to the tube springs on account of the 
action of the temperature upon the two metals com- 
posing it, as is commonly understood. This opposite 
movement retards the index proportionately to the 
lengthening of the tube springs, as they are both 
influenced by the same temperature, and thus compels 
it to keep back to the notation of pressure on the dial 
where it correctly should be. 

In addition to this thermal bar, this gauge has a 
chamber, so constructed that when filled with water 
or other liquid it not only supplies the Bourdon tube 
springs, connected to it with all that is required, but 
serves to equalize the temperature about them. This 
is important. For unless the tube springs are sub- 
jected to a heat greater than 212° Fahr., they do not 
set wiien in use; and as it is impossible, as made, 
under ordinary conditions of use, for heat to be trans- 
mitted by conduction to such an extent, they are 
secure from this danger. 

This chamber is located in the gauge case so that it 
has its connection to it and with the boiler at the 
bottom. Attached to it are the tube springs, the index 
mechanism, and the dial, the latter upon the bosses; 
and all are independent of the case and are free from 
any influence of it under heat, excepting at its imme- 
diate point of attachment, which is unimportant. 

The chamber of this gauge is filled with a liquid 
which is not seriously affected by exposure to cold, 
nor is it injurious to the operation of the gauge. Upon 






LOCOMOTIVE APPLIANCES 



99 



the removal of the cork which is inserted in the inlet of 
the gauge connection to prevent leakage during 
transportation, it may be attached to the boiler in the 
usual manner without a siphon or other device for 
furnishing water to it. 

Should it become necessary again to fill the cham- 
ber with water or other liquid, remove the small screw 
located in the case by the side of the gauge connection, 
to provide a free course from the inlet in the gauge 
connection, around through the chamber and tube 
springs to the open air. Then, holding the gauge so 
that the inlet will be uppermost, pour the liquid used 
into it, occasionally shaking and turning it to expel 
the air and assist the flow of the liquid into all parts of 
the chamber and tube springs. When they have 
received about two fluid ounces of the liquid, and it 
appears at the aperture of the screw removed, they 
will then be filled. Close this aperture tightly with 
the screw and the gauge will be ready for use. 

THE LANE PRESSURE GAUGE. 
This gauge is shown by Fig. 13. The im- 
provement in this gauge consists of a bent lever 
provided with an adjustable 
link at its head, to which one of 
the tube springs is attached, the 
other tube spring being directly 
connected with this lever. By 
this plan the movements of the 
lever and rack, relatively to the 
two tube springs, can be more 
readily and perfectly adjusted 
than by any other method in use fm. 13. 

in this Style Of gauge. Lane Pressur e Gauge. 




100 



LOCOMOTIVE APPLIANCES. 



STAR GAUGES. 

In designing a spring tube that will not retain 

any permanent set after repeated 
bending back and forth with 
varying pressure, the manufac- 
turers of this gauge make use of 
a corrugated tube, as shown in 
the accompanying engraving. 
These makers also lay special 
stress upon the point that they 
have for many years manu- 
factured a non-corrosive move- 
ment in their gauges, thus 
avoiding the injurious results 
of smoke and gases. 




Fig. 13-A. 
Star Corrugated Spring. 



STAR NON-CORROSIVE AND NON-SETTING 
LOCOMOTIVE STEAM GAUGES. 

Two styles of these gauges are illustrated by Figs. 
14 and 15. The former (the standard) known 
as the double spring Bourdon type and Fig. 15 
shows the double 
spring Lane type. 

Each style of gauge 
is fitted with their non- 
corrosive movement 
and corrugated spring 
tubes. 

It is a well known fact 
that in all branches 
of mechanical engi- 
neering: where light- 

° . . ,., ° , Fig 14. 

neSS, rigidity and Star Double-Spring Gauge— Bourdon Style. 




LOCOMOTIVE APPLIANCES. 



101 




Fig. 15. 
Star Double-Spring Gauge— Lane Style. 



strength are required, corrugation is adopted where 
practicable, in order to 
give the necessary stiff- 
ness without increasing 
the weight. Hence it is 
claimed that the corru- 
gated spring tube is su- 
perior to the plain forms. 
These gauges are fitted 
with hair springs to take 
up all lost motion, after 
the approved practice 
of all accurate pressure 
gauges. 

THE ASHCROFT GAUGES. 
These gauges have non-corrosive movements and 
are constructed of Bourdon springs of seamless drawn 
tubing. 

Fig. 16 shows the interior 
mechanism of the single Bour- 
don spring steam gauge, and 
Fig. 17 the same of the double 
Bourdon spring gauge with the 
addition of 
the Lane im- 
provement 
in attach- 
ment of springs to movement as 
referred to hereinbefore. 

In order to provide a gauge 
that should be accurate, durable 
and exempt from the annoyance 
of permanent set of the Bourdon 




Fig. 16. 

Ashcroft Single Bourdon- 
Spring Steam Gauge. 




Fig. 17. 
Ashcroft Double Bourdon- 
Spring Steam Gauge, with 
Lane's Improvement. 



102 



LOCOMOTIVE APPLIANCES. 



springs, these manufacturers provide a locomotive 

steam gauge having an auxiliary spring, as shown 

in Fig. 18. The auxiliary spring 
feature consists of an independ- 
ent co-operating spiral spring 
(A) applied to the free end of the 
single Bourdon tube, which dis- 
penses with the necessity of a 
second tube, and reduces the 
number of joints subjected to 
wear and friction between the 
tube and the segment of the 

recording movement to two. The Bourdon tube, it 

should be noticed, is short enough to drain itself and 

thus prevent damage by freezing. 
Figs. 19 and 20 illustrate the Ashcroft double spring 

standard locomotive gauge, the internal arrangement 

being clearly shown. 




Fig. 18. 
Ashcroft Auxiliary Spring 
Locomotive Steam Gauge. 





Fig 19. Fig. 20. 

Ashcroft Double-Spring Standard Locomotive Gauge. 

THE UTICA GAUGE. 

In construction, this gauge differs from those 
previously described chiefly in its spring, which is, of 
course, the essential part of any gauge, as all move- 
ments of good gauges are constructed with great care. 

The "capsular" spring is the style of spring employed 



LOCOMOTIVE APPLIANCES. 



103 



and is made in two sizes for large and small gauges, 
as shown in Figs. 21 and 22. It consists of a spring 





Fig. 21. Fig. 22. 

Utica Capsular Spring. Utica Capsular Spring. 

box, capsular in form, with the circumferences of the 
two heads (A A) flanged and locked together (in the 
larger form) in an elastic band (B) at a point above 
and below the spring heads themselves. This fasten- 
ing thus acts as a hinge joint. It should be noticed 
that this Utica spring has two heads, while the old 
style diaphragm spring, as described in the intro- 
ductory remarks on gauges, has but one. Thus, the 
former gives double the motion for the same move- 
ment of the spring. Inasmuch as the manufacturers 
agree to replace any 
steam gauge which 
shows a cracked 
spring-head, it need 
scarcely be said that 
great care is taken in 
the selection of metal 
and in the making of 
these springs. 

Fig. 23 shows a 
Utica locomotive 
steam gauge partially 
sectioned in order to 

illustrate itS internal Utica Locomotive Steam Gauge. 




104 LOCOMOTIVE APPLIANCES. 

mechanism. A bell crank bears against the top of 
the upper spring head. The pressure within the 
spring causes the heads to bulge and bear against this 
crank, which is joined by means of light lever con- 
nections with the pointer, thus indicating the pres- 
sure. 

THE DUPLEX AIR BRAKE GAUGE. 

The Air Brake Gauge is an essential part of the 
automatic brake system. It records two pressures, 
namely, that in the main reservoir and that in the 
train line. It will be noted that the hands indicating 
these pressures are of different colors, that for the 
reservoir pressure being red and that for the train line 
pressure black. The difference between these two 
pressures is the excess pressure in the reservoir over 
that in the train line, and it is important that this 
excess should always be at least twenty or twenty-five 
pounds. The location of the air gauge on the loco- 
motive is shown in the plate "The American Steam 
Locomotive," part numbered 207.* 

The duplex air brake gauge is usually so designed 
and constructed that each spring, while acting 
entirely independent, registers its movement through 
its own index hand upon the same circle of figures. 
These air brake gauges are subject to such wide and 
rapid variations that their construction must be of the 
verv best. 



* The Air Gauge is described and illustrated in " The Science of 
Railways, " in connection with the exposition therein of the Air 
Brake, and the reader is referred to the general index of that work 
for reference to further information on the subject. 



LOCOMOTIVE APPLIANCES. 



105 



The standard "Westinghouse" type of duplex air 
gauge, as manufactured by the Ashcroft Manufactur- 
ing Company, is shown in Figs. 24 and 25. From the 





Fig. 24. Fig. 25. 

Sectional V^iew. 
Westinghouse Duplex Air Gauge. 

latter figure it will be seen that each pointer or gauge 
hand is acted upon independently of the other pointer 
by double Bourdon tube springs. 
A later style of duplex air gauge, called the "Sema- 





Fig. 26. Fig. 27. 

Sectional View. 
Semaphore Duplex Air Gauge. 

phore" gauge, is shown in Figs. 26 and 27. The 
points of difference in this gauge are the use of single 
Bourdon springs with auxiliary springs (as described 



106 



LOCOMOTIVE APPLIANCES. 



more fully under Steam Gauges) and the black dial 
with white figures so arranged that their positions for 
the three pressures, fifty, seventy and ninety pounds 
per square inch (the most important pressures to the 
engineer for operating the air brake) enable him to 
instantly and accurately observe the variations of 
pressures in his air brake system; for the two extreme 
pressures of fifty and ninety always stand at right 
angles with the seventy pounds pressure point which 
is at the top of the dial. On this dial a much wider 
space is allowed for each five pounds pressure, so as 
to insure closer and more accurate reductions in train 
braking. The glass over the dial is an oval crystal 
like a watch, and while the case does not extend in 
front of the glass as usual to afford protection from 
breakage, yet this arrangement enables the engineer 
to read the gauge when it stands at a considerable 
angle to him. 








Fig. 28. 



F19. 29. 



Crosby Duplex Air Gauge. 



The interior mechanism of the Crosby duplex air 
gauge is clearly shown in Figs. 28 and 29. These 
cuts show the double attachments of this gauge so 



LOCOMOTIVE APPLIANCES. 



107 



located that in Fig. 28 the two pressures are connected 
to the gauge nipples, one before the other, in a line 
with the center of the gauge, while in Fig. 29 these 
connections are one at each side of the center of the 
gauge. The words "train line" or "reservoir" are 
stamped on the gauge nipples so that they can be 
distinguished in connecting pipes to the gauges. 

The dial of this gauge is the same as that shown in 
Fig. 24. 

The Star duplex air gauge differs from the gauges 
last described mainly in the use of corrugated 
Bourdon springs, as shown in Fig. 13-A. 

A very useful gauge for assistance to Air Brake 
Inspectors or others testing the air pressure 
carried by a locomo- 
tive, is shown in Fig. 
30. 

By means of the 
adjustable thumb 
screw at the bottom 
this gauge may be 
applied to either the 
train line or air signal 
hose on the rear of an 
engine or train. 

The exception 

above noted to the 
usual form of dial 
where both hands 
indicate their pres- 
sures from the same 

figures is the Utica form of duplex air gauge 
shown in Figs. 31 and 32. 




Fig. 30. 
Star Air Brake Inspectors' Gauge. 



as 



108 



LOCOMOTIVE APPLIANCES. 




Fig. 31. 
Utica Duplex Air Gauge. 



It is virtually two gauges in one, as but half of the 
dial is used for train-line pressure and the other half 
for main reservoir pressure. 



LOCOMOTIVE APPLIANCES. 



109 




Fig. 32. 

Utica Duplex Air Gauge. 



The interior of this gauge may be seen from Fig. 32 
to consist of two "capsular" springs, each actuating 
its own pointer. 



110 



LOCOMOTIVE APPLIANCES. 



PRESSURE RECORDING GAUGES. 

In order to have a graphic record showing every 
variation of pressure and the time of day or night, 
the pressure recording gauge is sometimes applied 
to a locomotive. While it is usually used to record 
the steam pressure, the more recent introduction of 
the recorder for the air brake train-line pressure is 
liable to institute a greater use for this latter 
purpose. 




Fig. 33. 
Pressure Recording Gauge? 



Fig. 34. 
Star Pressure Recording Gauge. 



Both the Crosby and the Star pressure recording 
gauges are similar in appearance, hence Fig. 33 will 
indicate ihe external appearance of either one. Fig. 
34 shows a Star recording gauge that has an ordinary 
gauge dial and pointer outside of the recording disc. 
In all these gauges, by the aid of suitable mechanism, 
not shown, the pressure which is to be recorded is 
brought to bear upon the lever (seen on the left hand 
side of the cut) in such a way as to move it away from 
or toward the center, according as the pressure is 
increased or reduced in the boiler or train brake pipe. 

At the end of this lever is carried a pen charged- with 



LOCOMOTIVE APPLIANCES. Ill 

red ink, and the point of this pen rests lightly upon the 
paper chart which has curved radial lines coinciding 
with the pressure movements of the point of the pen, 
were the paper chart itself held stationary. The cir- 
cular lines on the chart serve as graduations to mark 
the degree of pressure, and are numbered by four 
columns of figures. The paper charts shown in 
Figs. 33 and 34 are designed to be rotated once 
every twenty-four hours by a clock movement of 
great accuracy. 

Thus it will be seen that with the chart steadily 
rotating any variation of pressure will cause the pen 
to move across the line of movement of the chart, 
producing a more or less zig-zag red line, and thus 
recording accurately the pressure at the exact time of 
day or night that it occurred. 

The chart must be set right according to the time of 
day before the thumb screw in the center is tightened. 
The reading of the two charts here shown in Figs. 33 
and 34 is the same and would be 110 pounds pressure 
at 6:30 o'clock A.M. 

The Crosby Air Brake Recording Gauge is of the 
same construction and has the same appearance as 
that used for steam, as shown in Fig. 33, except that it 
is graduated for five pounds to each circular line and 
the highest pressure shown is ninety pounds. 

It is well known that in the use and operation of air 
brakes there exist certain negative conditions, which, 
as a whole, tend to reduce their efficiency, and are 
thereby opposed to safety and economy. Very great 
importance, we believe, is attached to carrying a 
standard pressure — no more nor less — at all times; 
that the brakes are in perfect working order; and, 



112 



LOCOMOTIVE APPLIANCES. 



above all, that proper discretion is exercised in their 
manipulation, otherwise the power of the brakes is 
either over or under developed. The former is con- 
ducive to delay, waste of fuel, overheating and crack- 
ing of wheels and wheel flattening; the latter to loss of 
control, from which arises the gravest and most 
serious of possibilities — that of accident. That it is 
important and desirable that these conditions should 
be overcome, every one, we think, will admit; but that 
it may be done, it is first necessary to know where and 
how they exist. This information may be obtained 
by using an air brake recording gauge, an instrument 
designed for continuously recording the pressure of 
air used in the operation of air brakes. 

In using these recording gauges for indicating 
steam pressure the same care, as heretofore explained, 
should be exercised to prevent live steam from enter- 
ing and heating the gauge. 

GAUGE HAND OR "POINTER" PULLERS. 

Three styles of hand or pointer pullers are shown 
in Figs. 35, 36 and 37, either one of which is a very 




Fig. 35. Fig. 36. 

Gauge Hand or "Pointer' 
Pullers. 



Fig. 37. 
Gauge Hand or "Pointer" Pullers. 



handy tool for use in removing gauge hands with 
the least liability of damage to either the gauge, 
movement, or the hands themselves. 



LOCOMOTIVE APPLIANCES 



113 



TESTING GAUGES. 

Engineers and firemen depend almost entirely 
upon the steam and air gauges to know the 
pressure under which the locomotive in their 
charge is working, and yet they are fully aware 
that these gauges do many times get out of order. 
Knowing full well that the locomotive is not pulling 
what it should, they report the gauge out of order. 

When the engine arrives at the 
terminus, the practice too fre- 
quently is to remove the gauge 
from the engine, take it to the 
shops and have it tested, that is, 
tried in comparison 
with an accurate 
gauge, known to be 
correct, which gauge 
is called a test gauge. 
Three of such test- 
ing devices are shown 
in Figs. 38, 39, 40 and 41, which 
are known as the Crosby, Ash- 
croft, and Star, respectively, and 
will be described hereafter. 
There is no question but that this test will determine 
if the gauge itself is defective at the time and under the 
existing temperature of the testing room, but it does 
not by any means follow that this same gauge will 
correctly indicate the pressure when placed in the cab 
of a locomotive. At the beginning of this chapter the 
instructions regarding proper piping, insulation and 
location of gauges were called to the attention of the 

8 




Pig. 38. 
Crosby Test Gauge. 



114 



LOCOMOTIVE APPLIANCES. 



reader, but these precautions are not always observed 
even by designers and builders who make the finest 
locomotives and equip them with the most modern 
devices. 

It is possible, owing to the location of a gauge, to 
have it in error from one to twenty pounds (and even 
more, in extreme cases) and yet have the gauge 




Fig. 39. 

Ashcroft Test Gauge. 

show correct every time it is removed and tested. All 
gauges are adjusted cold and the fine mechanism 
therein will correctly indicate pressures when all 
parts are at this moderate temperature. Almost all 
metals weaken as their temperature becomes higher. 
Hence the springs in the gauges will have a greater, 
deflection than normal when heated above a moderate 
temperature, and will thus indicate a greater pressure 



LOCOMOTIVE APPLIANCES. 115 

than that actually existing in the boiler or other 
receptacle to which they are attached. 

For the reasons hereinbefore given, it is strongly 
advocated by those with extended experience in such 
matters that it is much better to allow the gauge to be 
tested to remain upon the locomotive, in its usual loca- 
tion. If the steam gauge is to be verified, attach an ac- 
curate test gauge with a large siphon pipe (as shown 
in Fig. 7) to some convenient connection at the steam 
dome and compare the readings of this test gauge 
with that of the gauge in the locomotive cab, manip- 



Fig. 40. 
Star Test Gauge. 

ulating the fire and injectors sufficiently to cause the 
pressure to pass through the ordinary variations that 
exist in service. Incidentally, there is considerable of 
an advantage aside from the time it saves and the 
accuracy thereby secured in not removing the gauge, 
in that no couplings or connections are disturbed, and 
hence no leaks produced; for leaks anywhere above 
the gauge siphon are very injurious to a steam 
gauge. 

To test the air gauge, couple an ordinary gauge 
which is known to be accurate, or the gauge shown 



116 LOCOMOTIVE APPLIANCES. 

in Fig. 30, to the train brake hose at the rear of the 
tender, or some convenient but cool place in the cab; 
cause the pressure to vary through its usual range, 
and compare the attached gauge with the one located 
on the boiler head. 

Steam gauges on a locomotive sometimes show less 
pressure than that actually in the boiler, on account 
of their being attached to the steam turret or fountain 
instead of deriving their pressure directly from the 
boiler itself. This difference can readily be detected 
by noting a sudden drop or rise in the pressure indi- 
cated by the gauge when the injectors, air pump, 
steam-heat, electric headlight, etc., which take steam 
from the fountain, are suddenly opened or closed, as 
the case may be. 

The Description of Gauge-Testing Devices here illus- 
trated is as follows: 

The Crosby Gauge Tester, shown in Fig. 38, con- 
sists of a stand from which rises a cylinder having 
accurately fitted into it a piston with an area of 
exactly one-fifth of a square inch. This piston 
moves freely up and down, and has attached to the 
top of the piston rod a disc for supporting the weights. 
Each weight is marked with the number of pounds 
per square inch it will exert on the gauge. From the 
bottom of the cylinder two tubes project; one forms a 
stand for holding the gauge to be tested, the other 
rises at an inclined angle and forms the oil reservoir 
having within it a screw plunger for forcing the oil 
inward or outward. Screw down on the plunger until 
the weights are lifted, and then note the reading of the 
gauge as compared with the weights, counting the 
weight of piston, piston rod and tray equal to five 



LOCOMOTIVE APPLIANCES. 



Ill 



pounds. The piston should be carefully cleaned of 
all oil and gum after each test. 

The Ashcrof t Gauge Tester is shown in Fig. 39, and 
its operation is very similar to that last described, 
except that instead of known weights being used a 




Fig. 41. 
Utica Gauge Tester. 

test gauge is attached to the nipple to left of the ver- 
tical screw plunger, while the gauge to be tested is 
attached to the nipple on the right. By screwing 
down the screw-feed the pressure is gradually 
increased up to the desired limits of the reading of the 
gauge to be tested. 



118 



LOCOMOTIVE APPLIANCES 



The Star Gauge Tester, as illustrated in Fig. 40, is 
used precisely the same as that shown in Fig. 39, but 
in the cut the test gauge is not shown and the screw 
plunger is placed horizontally. An accurate test 
gauge is attached to one of the nipples (E E) and the 
gauge to be tested to the other nipple. Screwing in 
on the plunger wheel (D) increases the pressure of oil 
to any amount desired. 

The Utica Gauge Tester is clearly illustrated by 
Figs. 41 and 42. The latter engraving shows the 

square -inch test 
valve, which con- 
sists of a brass 
disc provided with 
a pipe (A) to be 
connected with a 
plunger (D), as in 
Fig. 41. At B is a 
hardened steel valve 
and seat, the latter 
having knife edges 
for the valve (B) to 
rest upon, and being 
made exactly one 
square inch in area. 
The pipe (A) opens 
directly under the 
valve, as shown by 
the dotted lines. Fig. 
41 is intended to 
show the use of this 
square inch valve in 

Fig. 42. ^ ... 

The utica Gauge Tester. connection with an 




LOCOMOTIVE APPLIANCES. 119 

ordinary screw plunger (D) and a test gauge at E. 
The gauge to be tested is attached at F. The 
pieces of iron attached to the bottom of the yoke, 
together with the valve and yoke itself, have been 
previously weighted, so that the valve must lift 
and the water escape by the overflow pipe (G), the 
moment such known weight is exceeded by the water 
pressure. The gauge to be tested should then indi- 
cate a pressure per square inch equal to the combined 
weights of the valve, yoke, and weight attached. 



LOCOMOTIVE POP SAFETY VALVES. 

While there are a great many styles of pop safety 
valves used on locomotives, only the types especially 
designed for this use are here described. 

The cause of boiler explosions is excessive pressure, 
and the fact that such disasters are of not infrequent 
occurrence, whether arising from neglect or otherwise, 
points forcibly to the necessity of providing against 
them in every possible way. There are safeguards 
against the danger of explosion which manufacturers 
and owners have in their power to use that may be 
relied upon to largely diminish the danger. The first 
is in the use of a perfect automatic pop safety valve, 
absolutely certain in its action, prompt in opening and 
closing, and fully sufficient in capacity to relieve the 
boiler from any excessive pressure beyond the amount 
intended to be carried as a safe limit. For its location 
see plate "The American Steam Locomotive," part 
numbered 201.* 

While steam gauges may become deranged from 
improper care or a wrong method of connection to the 
boiler, the pop safety valve is generally very reliable 
and its adjustment should never be changed without 
the proper authority from someone who absolutely 
knows, from the application of a test gauge, that the 
valve requires change of adjustment. 

* The Safety Valve is described, and another illustration thereof 
given, in " The Science of Railways, " and the reader is referred to 
the " Description of the Locomotive " given in that work for further 
particulars in relation thereto. 

(120) 



LOCOMOTIVE APPLIANCES. 



121 



THE COALE POP SAFETY VALVE AND MUFFLER. 

This is a distinct design of safety valve and is 
largely used. Its form of construction makes it 
responsive to and restrictive of steam under variable 
pressures. Though possessed of large discharging 
power it gives adequate warning before blowing hard, 

thus enabling the fireman to 
control his fire or regulate the 
supply of feed water before 
strong "popping" occurs. Used 
on high pressure boilers, it opens 
and closes gradually, thus pre- 
venting excessive strains upon 
the boiler. 

By means of the spring bolt 
and adjustable ring both the 
points of opening and closing 
may be changed without remov- 
ing the valve or reducing the 
fig. 1. steam in the boiler. The con- 

The Coale Pop Safety Valve . . . « . -, oa J 

and Muffler. struction ol the muffler reduces 

the noise of the escaping steam to a minimum. This 
feature frequently prevents the frightening of horses 
and also the annoying interruptions to telegraph 
orders at stations, should the locomotive be blowing 
off. 

The valve is guarded above and below the seat; at 
the latter point by a central sectional hub. 

The guide wings are removed as far as possible, to 
allow for contraction and expansion, and also to pre- 
vent grooving of the valve seats by steam passing by 
the guide wings. 




122 LOCOMOTIVE APPLIANCES. 

The central sectional guide bearing for the valve 
stem consists in dividing the ring bearing into arc 
sections between the arms, in order to overcome the 
effect of uneven expansion and contraction of metals. 
By this method the guide bearing insures vertical 
reciprocation of the valve. 

To Adjust the Valve. — If a change of pressure be 
desired, unscrew the cap (A) and screw down or up 
the adjusting screw (F), according to whether more 
or less pressure is desired. To regulate the opening 
and closing action of the valve, unscrew the bolt (B ), 
and by means of any pointed instrument the adjust- 
able screw ring (C) may be readily moved either to the 
right or left. Should the valve close with too much 
drop of boiler pressure, move the screw-ring (C) to the 
left, a notch or two at a time, until sufficient change 
has been accomplished. To increase the pop, move 
ring (C) to the right. After the valve is adjusted to 
suit the requirements, replace bolt (B) and cap (A). 

To examine the inside of the valve, unscrew the 
cap {A) and spring-bolt (F), so as to relieve the 
spring's tension, remove the set screws, and the 
dome (E) and case (G) may then be unscrewed and 
the internal parts of the valve are exposed. 

STAR LOCOMOTIVE POP SAFETY VALVES. 

An efficient form of "open" or plain locomotive pop 
safety valve is shown in Figs. 2 and 3. As will be 
seen from the latter (the sectional view) the spring is 
encased in a chamber, thereby being protected from 
the escaping steam. The spring discs or seats, both 
top and bottom, are pivoted, in order to overcome all 



LOCOMOTIVE APPLIANCES. 



123 



liability of an imperfect bearing of the spring upon 
its valve. 





Fig. 2. Fig. 3. 

Exterior View. Sectional View. 

The Star Improved Open or Plain Locomotive Pop Safety Valve. 

Figs. 4 and 5 illustrate the muffled Star pop safety 
valve, which is seen to be similar in construction, 
with the addition of the top hood, or "muffler," which 
tends to greatly reduce the noise of the escaping 
steam, and hence is of considerable advantage. Both 
the plain and the muffled valves have large relief 
powers, and are made to withstand the highest pres- 
sures used on locomotives. The slotted domes and 
mufflers have their real aim in preventing dirt and 
cinders from entering the interior of the valve and 
clogging its free action. All liability of back pressure 
on top of valve, which causes continual chattering, is 
removed. 

By removing the small set screw, shown at the right 



124 



LOCOMOTIVE APPLIANCES. 



of both types of valves shown, and turning the ring 
within to the right or left with a pointed instrument, 





Fig. 4. Fio. 5. 

Exterior View. Sectional View. 

The Star Improved Locomotive Muffled Pop Safety Valve. 

the discharge when the valve "pops" will be greater or 
less correspondingly. 






MEADY MUFFLED LOCOMOTIVE POP SAFETY 
VALVE. 

The cut, Fig. 6, represents the Meady muffled loco- 
motive pop safety valve, showing its internal con- 
struction. It will be observed that the valve proper 
projects upward through the perforated casing of 
the valve, enclosing within it the spring which holds 
it to its seat; and the upper or outward side of the 
valve is open to the air at all times, so that when 



LOCOMOTIVE APPLIANCES. 



125 



the valve is discharging it is free from any pressure 
of the out-going steam, which escapes through the 
perforated casing into the open 
air without a disturbing noise. 

By this design there is no back 
pressure on the valve, and its 
component parts so co-operate 
that the valve rises when it opens 
to a greater height than is usual 
in valves of this character. 

For tension of the spring and 
the adjustment of the parts, 
means are conveniently ar- 
ranged and provided. A lever 
is furnished when desired. In 
size and utility it is believed to 
afford all the advantages which 
are demanded, and to meet all ^% 
the requirements of an exacting 
railroad service. 

Directions. — It should never 
be meddled with unless it be- 
comes necessary to reset it. In such case, first 
loosen or remove the acorn check nut (K) above the 
spring bolt (F); then holding with a wrench the hex- 
agonal top (B) of the valve, with another wrench turn 
the nut (J) downward to increase, and upward to 
reduce the pressure, until the valve opens at the 
desired point as indicated by the steam gauge. To 
modify the loss of pressure in blowing, slightly with- 
draw the screw bolt (M) in the base of the valve until 
it ceases to engage with the ring (L) encircling the 
valve seat (C), then with any pointed instrument 




Fig. 6. 

Meady Muffled Locomotive 

Pop Safety Valve. 



126 



LOCOMOTIVE APPLIANCES. 



inserted into the small opening (TV) near the screw 
bolt, turn the ring (L) downward for diminishing, and 
upward for increasing the loss. 



CROSBY LOCOMOTIVE POP VALVES. 

Fig. 7 shows in section a Crosby plain pop 
safety valve. The valve proper (B B) rests upon 
two flat annular seats {V V) and (W W) on the same 
plane, and is held down against the pressure of steam 
by the steel spiral spring (S). The tension of this 
spring is increased by screwing down the threaded bolt 
(L) at the top of the cylinder (K). The area contained 
between the seats (W) and (V) is what the steam pres- 
sure acts upon ordinarily to overcome the resistance 
of the spring. The area contained within the smaller 
seat (W W) is not acted upon until the valve opens. 

The larger seat (V V) is formed 
on the upper edge of the shell or body 
(A) of the valve. The smaller seat 
(W W) is formed on the upper 
edge of a cylindrical chamber or 
well (C C), which is situated in the 
center of the shell or body of the 
valve, and is held in its place by 
arms (D D), radiating horizon- 
tally, and connecting it with the 
body or shell of the valve. These 
arms have passages (E E) for the 
escape of the steam or other fluid 
from the well into the air when the 
valve is open. This well is deep- 
ened so as to allow the wings 




Fig. 7. 

Sectional View 



Crosby Locomotive Pop 
Safety Valve. 



LOCOMOTIVE APPLIANCES. 127 

(X X) of the valve proper to project down into it far 
enough to act as guides, and the flange (G) is for the 
purpose of modifying the size of the passages (E E) 
and for turning upward the steam issuing therefrom. 

Action of the valve when working under steam is as 
follows: When the pressure under the valve is within 
about one pound of the maximum pressure required, 
the valve opens slightly, and the steam escapes 
through the outer seat into the cylinder and thence 
into the air; the steam also enters through the inner 
seat into the well, and thence through the passages 
in the arms to the air. When the pressure in the 
boiler attains the maximum point, the valve rises 
higher and steam is admitted into the well faster than 
it can escape through the passages in the arms, and 
its pressure rapidly accumulates under the inner seat; 
this pressure, thus acting upon an additional area, 
overcomes the increasing resistance of the spring and 
forces the valve wide open, thereby quickly relieving 
the boiler. When the pressure within the boiler is 
lessened the flow of steam into the well also is less- 
ened, and the pressure therein diminishing, the valve 
gradually settles down; this action continues until 
the area of the opening into the well is less than the 
area of the apertures in the arms, and the valve 
promptly closes. 

The point of opening can be readily changed while 
under steam by screwing the threaded bolt (L) up for 
diminishing, or down for increasing the pressure. 

The seats of this valve are flat, and do not cut or 
wear out and leak so readily as bevelled seats. The 
valve is made of the best gun metal. 

Directions for Setting. — Screw the head-bolt (L), 



128 LOCOMOTIVE APPLIANCES. 

Fig. 7, which compresses the spring, up for diminish- 
ing, or down for increasing the pressure until the valve 
opens at the pressure desired, as indicated by the 
steam gauge; secure the head-bolt in this position by 
means of the lock-nut; for regulating the loss of 
escaping steam, turn the screw ring (G) up for 
increasing, or down for decreasing it. 

Directions for Repairing. — This valve having flat 
seats on the same plane is very easily made tight if it 
leaks by following these directions, viz.: With an 
ordinary lathe slightly turn off the two concentric 
seats of the valve and valve shell or base, respectively, 
being careful that this is done in the same plane, and 
perpendicular to the axis of the valve. The valve 
will then fit tightly on the valve shell. If no lathe is 
at hand then grind the valve proper on a perfectly flat 
surface of iron or steel, until its two bearings are 
exactly on a plane and with good, smooth surfaces; 
then take the shell and grind its seats in precisely the 
same manner; rinse both parts in water and put 
together, and the valve will be found to be tight; to 
ascertain when the bearings are on the same plane, 
use a good steel straight edge. Do not grind the valve 
to its seats on the shell by grinding them together, but 
grind each part separately, as above stated. 

Other types of Crosby plain and muffled pop safety 
valves are shown in the four next succeeding engrav- 
ings. Figs. 9 and 11, both sectional views, also show 
the lever with which these valves are supplied when 
so desired. It is quite customary to supply a cap 
which may be locked over adjusting nut (L), Fig. 7, 
so that no one without a key can alter the adjustment 
of the valves. 



LOCOMOTIVE APPLIANCES. 



129 





Fig. 8. External View. Fig. 9. Sectional View with Lever. 

Crosby Plain Locomotive Pop Safety Valves. 





Fig. 10. External View. Fig 11. Sectional View with Lever. 

Crosby Muffled Locomotive Pop Safety Valves. 



9 



130 



LOCOMOTIVE APPLIANCES. 



THE CONSOLIDATED LOCOMOTIVE POP SAFETY 

VALVES. 

Figs. 12 and 13 represent two different types of 
muffled safety valves, made especially for locomotive 
use. These valves were formerly known as the 
Richardson pop safety valves. 

The advantage to be derived from the use of this 
muffled valve in place of the ordinary "open" or plain 





Fig. 12. 

Flat Top Muffler Valve 
with Lever. 



Fig. 13. 

Round Top Muffler Valve 
without Lever. 



pop valve is that the noise of the escaping steam is 
reduced to the lowest possible minimum; the steam is 
discharged upwards and with sufficient force to direct 
the current above the top of the locomotive cab, so 
that it does not trail on to the engine or in train 
windows. 

The muffler parts are of simple construction and 
readily replaced from the shops of a railroad company 
at small cost. 



LOCOMOTIVE APPLIANCES. 



131 



Fig. 14 shows the Consolidated plain pop safety 
valve for locomotives. This valve is identical in 
construction and operation with that just described, 
excepting that it is not equipped with a muffler. On 
some roads it has been found an economy to equip 
each engine with one encased and one muffler valve; 
when this is done the muffler valve is generally set at 
a lower pressure than the plain encased valve, and thus 




Fig. 14. 

The Consolidated Plain Locomotive Pop Safety Valve. 

Fitted with Richardson's Adjustable Screw Ring. 

performs all the work required; the plain encased 
valve can thus be used as an auxiliary and to blow 
down the pressure when such is required. 

Directions for Changing the Pressure and Altering 
the Closing Pressure of any of the Consolidated Pop 
Safety Valves. — Remove the lock-up cap, then slack 
up check-nut. If it is desired to increase the pressure, 
turn the compression screw down or to the left about 
one square of the hexagon nut for each five pounds 



132 LOCOMOTIVE APPLIANCES. 

pressure, then secure the check-nut and let the valve 
blow, noting the increase of pressure by a correct 
steam gauge after the valve "pops." If the pressure 
is reduced too much before the valve closes, remove the 
brass pin or screw from the side of case, and with any 
pointed instrument inserted through the hole from 
which the pin or screw was taken, turn the notched 
adjustable ring inside the case down or to the left, one 
or two notches at a time, until the valve closes at the 
desired pressure. In changing the position of the 
adjustable ring, care should be taken to lock it with 
the pin or screw each time before blowing the valve, 
and to replace all parts securely after valve is satis- 
factorily adjusted. 

If the pressure is to be reduced, reverse the opera- 
tions described above. 

Always connect valves as close to the boiler as 
possible, and when pipe connections to inlet of valve 
must be used, have them the full diameter of the valve 
or larger, and as short and free from bends as possible. 

Great care must be used in making joints with red 
lead, as it is apt to settle on the valve seat, and thus 
prevent its closing tight. 

For a variation of more than 10 per cent, in the 
original opening pressure of a valve, a different 
spring should be used. 

THE ASHTON POP SAFETY VALVE. 

This valve is made both open and with muffler. 
It is a particularly efficient valve and used very 
extensively on locomotives throughout the country. 

These valves may be regulated from the outside 



LOCOMOTIVE APPLIANCES. 



133 



top of the pop and are ordinarily provided with a 
lock for securing the cap and thus preventing the 
adjustment being tampered with by irresponsibles. 





Fig. 15. Fig. 16. 

Ashton Open Pop Safety Valve. Ashton Muffler. 



LOCOMOTIVE INJECTORS. 

This chapter, while devoted to locomotive injectors, 
does not pretend to treat of them in their entirety; it 
does, however, contain brief descriptions and practical 
information on various types in common use on 
locomotives. 

The injector was patented in 1858 by Giffard, an 
eminent French engineer, and was introduced into 
this country in 1860. 

There is a great diversity of opinion as to the theory 
of how an injector works, yet that generally accepted 
is that an injector works because the great velocity of 
escaping steam has the power to impart sufficient 
velocity to the feed water to overcome the pressure of 
the boiler. In other words, a jet of steam, under a 
high velocity, strikes the column of water, and, 
mingling with it, carries it on into the boiler, the 
water in the boiler being a passive body. 

Technically speaking, the kinetic, or moving, 
energy of the jet of combined steam and water over- 
comes the static energy, or state of rest, that exists 
within the boiler. A stone suspended from a cliff 
has stored within itself the same energy as that of the 
boulder which has just gone crashing into the chasm 
below; the former is said to have static energy, the 
latter kinetic 

It may here be permissible to use a rude comparison 
to show the effect of moving force upon standing force. 
Imagine two cars of equal weight on level track, 
one at rest and the other moving. When they come 

(134) 



LOCOMOTIVE APPLIANCES. 135 

together, as any practical railroad man knows, the 
result will be that the moving car will push the other 
ahead of it, and itself move on beyond the point where 
they struck. If necessary we could even see that 
should the moving car be much lighter in weight than 
the other, the effect would be the same to a degree. 
Thus, at the boiler check we again have the place of 
coming together of two forces — the stationary force 
from within acting simply on top of the check, beyond 
which it cannot escape, and the moving force of the jet 
of combined water and steam, from the injector, which 
can and does not only crowd back the standing pres- 
sure, but itself passes beyond the check and enters 
the boiler. 

It has long been a general belief that the fact that 
the check was below the water level of the boiler 
accounted for the working of the injector, but this has 
been proven to be untrue. An injector will work 
with the check above the water in a boiler, but the 
circulation in the boiler will be less perfect by reason 
thereof, and more difficulty will be experienced in 
keeping the check from leaking. 

Inasmuch as some injector makers prefer to retain 
the piston theory of an injector's working, it is but 
fair that it should be given and the reader permitted 
to select that most compatible with his own line of 
reasoning. The piston theory is that the steam 
flowing into the large end of the steam tube is con- 
densed by the water, the combined mass practically 
forming a piston, against which the steam acts, and 
as the area of the large steam end of the tube is 
greater than the area of the throat of the discharge 
tube, the water is forced into the boiler. 



136 LOCOMOTIVE APPLIANCES. 

Specially constructed injectors used for boiler test- 
ing or for washing out boilers are sometimes made to 
deliver a pressure four or five times as great as the 
pressure of steam used in operating them. To accom- 
plish this the steam end of the tubes have a larger 
area than with an ordinary injector. 

There are many different classes of injectors, the 
principal types used differing in having a single or 
double set of tubes, fixed or adjustable tubes, and 
open or closed overflow. Each one of these classes 
may be either lifting or non-lifting, re-starting auto- 
matically or not. 

Injectors in General— The locomotive injector, no 
matter of what type or style, is a delicate apparatus 
requiring care in operation and immediate attention 
when its work is defective, if the best results are to be 
obtained. While the majority of injectors in use and 
those here shown and described are lifting injectors 
and capable of working with a high temperature of feed 
water, yet it is not desirable to heat the feed water 
much in excess of 90 or 100 degrees Fahrenheit. 
Besides the injury to the paint on the tank, it has been 
found by careful tests that the hotter the combined 
delivery of steam and water from the injector, the 
more quickly the injector nozzles and tubes and the 
delivery or "branch" pipe will become filled with lime 
and its proper action become impeded. 

With each form of injector, and with the different 
qualities of feed Water used, the length of time an 
injector should be allowed to work before it is given 
attention will vary. However, it is safe to say that 
there are few localities where it would not be advan- 
tageous to remove the injector and place it in a bath 






LOCOMOTIVE APPLIANCES. 137 

of ten parts of water to one part of muriatic acid once a 
month, and between these periods run a quart of acid 
through the injector without removing it from the 
locomotive. 

Instructions General to All Injectors on locomotives 
carrying steam pressure above 180 pounds: 

Set the injector just above the top of the tank. At 
eight feet lift and 200 pounds pressure, the capacity 
is about ten per cent, less than normal. 

Cold water in the tank is best for the injector. 
Hot water reduces its life and efficiency. At 120 de- 
grees temperature the capacity is about one-third be- 
low the normal. The range of capacities is reduced 
and no injector lifts as promptly with feed water at 
temperatures above this. 

Use large suction pipe and tank valve connections. 
If the diameter is increased one size, the gain in 
capacity is from five to ten per cent. Use large 
strainers with small holes. Small strainers require 
frequent cleaning. If the holes are large, cinders and 
coal pass through and wear the injector tubes. If 
the strainer is too small, the injector does not give full 
capacity. Be sure that the gasket between hose 
and suction pipe is not squeezed so as to close the 
opening. The suction pipe must be absolutely 
tight; any leak of air reduces the capacity and 
makes the overflow valve jump. 

Delivery pipe and main check valve must be of 
ample area. If an injector gives high back pressure 
it is using too much steam. If the delivery opening 
is too small, the power of the injector is wasted in 
increased friction in the pipes. 

Causes for Various Injector Defects. — Waste at 



138 LOCOMOTIVE APPLIANCES. 

the overflow when the steam pressure drops.— Be- 
cause the tubes are designed for higher pressures, 
and too much water enters for the steam to force 
into the boiler. 

When an injector delivers more water at low steam 
pressures. — The tubes are designed for the lower 
pressure and not enough water can enter the com- 
bining tube to condense the steam — the vacuum 
inside this tube is less strong, and not as much 
water is lifted. 

When an injector will not take hot water. — The 
opening of the combining tube is too small to per- 
mit sufficient water to enter to condense the steam. 

When an injector breaks if the valve is 
throttled. — The steam is not condensed and the 
overflow is too small to allow it to discharge freely, 
so that it is compelled to blow back into the suction 
pipe. 

When an injector works better with the steam 
valve throttled. — The steam nozzle is too large; throt- 
tling the steam reduces the amount to be condensed 
and increases the vacuum in the combining tube, 
increases the capacity and enables the engine to 
steam better. 

When an injector gives a very high back pressure. 
— The steam nozzle is larger than necessary to do the 
work of forcing the water into the boiler, and live 
steam is taken away from the cylinder to heat the 
delivered water. 

It is so self-apparent as to require no reasoning, 
that every engineer placed in charge of a locomotive, 
and whose safety and that of the lives in his charge 
depends so largely upon a proper supply of water to 



LOCOMOTIVE APPLIANCES. 139 

the powerful boiler he is operating, should thoroughly 
understand the construction and manipulation of the 
injectors on his locomotive, or on other locomotives 
which he may be called upon to run any day. He 
should also be prepared to proceed intelligently and 
promptly in case his injector fails to do its work 
perfectly. 

SELLERS' CLASS N IMPROVED SELF-ACTING 
INJECTOR. 

This self-acting injector is designed especially for 
locomotive use. It operates equally well when 
supplied with water under pressure or when it is 
placed above the level of the water supply, provided 
the height of lift does not exceed fifteen or eighteen 
feet. 



Fig. 1. 
Sellers' Class N ImprovecTSelf-Acting Injector. 

It is mainly on account of its efficient positive action 
and very wide range of capacities at 200 pounds 
steam pressure, that it is especially applicable to 
high-pressure locomotive boilers. It should work 



140 



LOCOMOTIVE APPLIANCES. 



well from the highest steam pressures used on loco- 
motives down to thirty-five pounds steam pressure 
without adjustment and without wasting at the over- 
flow, and by regulating the water supply valve on 
the injector, it is claimed to work at ten to fifteen 




Fig. 2. 
Seller's Class N Improved Self-Acting Injector. 
LIST OF PARTS. 



-(Sectional View). 



1. 

2. 

3. 

5. 

6. 

7. 

8. 
10. 
11. 
12. 
13. 
14. 
15. 
16. 
19. 
19a. 
20. 
22. 



Delivery Tube. 
Combining Tube. 
Steam Nozzles. 
Spindle Nut. 
Steam Stuffing Box. 
Spindle. 
Crosshead. 
Water Stuffing Box. 
Follower. 
Packing Ring. 
Lock Nut. 

Follower for No. 10. 
Links. 

Packing Ring. 
Plain, t Rings for 
Reduc. \ Copper Pipe. 
Check Valve. 
Guide for No. 20. 



23. Plain. I Unions for 
23a. Reduc. \ Iron Pipes. 

24. Coupling Nuts. 

25. Injector Body. 
27. Wrench. 

29. Waste Pipe. 

30. Waste Valve. 

31. Waste Valve Cam. 

32. Jam Nut for No. 29. 

33. Starting Lever. 

34. Cam Lever. 

35. Pin, Nos. 9 and 33. 

36. Cam Shaft. 

37. Washer on 36. 

38. Collar and Index. 

39. Funnel. 

40. Plug Water Valve. 

41. Regulating Handle. 

42. Inlet Valve. 



pounds. As this injector restarts instantly under all 
conditions of service, it can well be depended upon. 
Its construction is quite simple and it is easy and 
economical to repair. 



LOCOMOTIVE APPLIANCES. 141 

This injector has shown most excellent results 
when the feed water is strongly impregnated with 
lime. The tubes of all classes of the same size of 
this injector are interchangeable, thus greatly re- 
ducing the extra parts to be kept on hand. 

While this injector may be placed wherever it is 
most convenient for the engineer, it is generally 
located within the cab or part way through the cab 
frame. 

The action of this injector is as follows: Steam from 
the boiler is admitted to the lifting nozzles by drawing 
the starting lever 33 about one inch, without with- 
drawing the plug on the end of the spindle 7 from the 
central part of the steam nozzle 3. Steam then passes 
through the small diagonally-drilled holes and dis- 
charges through the outside nozzle, through the 
upper part of the combining tube 2 and into the over- 
flow chamber, lifts the overflow valve 30, and issues 
from the waste pipe 29. When water is lifted the 
starting lever 33 is drawn back, opening the forcing 
steam nozzle 3, and the full supply of steam enters the 
combining tube, forcing the water through the 
delivery tube into the boiler. 

At high steam pressure there is a tendency in all 
injectors having an overflow to produce a vacuum in 
the chamber 25. In the improved self-acting injector 
this is utilized to draw an additional supply of water 
into the combining tube by opening the inlet valve 
42, which is forced by the jet into the boiler, increasing 
the capacity about twenty per cent. 

The water-regulating valve 40 is only to adjust the 
capacity to suit the needs of the boiler. The range is 
unusually large. 



142 LOCOMOTIVE APPLIANCES. 

The cam lever 34 is only used to prevent the opening 
of the overflow valves when it is desired to use the 
injector as a heater, or to clean the strainer. The 
joint between the body 25 and the waste-pipe 29 is not 
subject to other pressure than that due to the dis- 
charging steam and water during starting; the metal 
faces should be kept clean and the retaining nut 32 
screwed up tight. 

To tighten up the gland of the steam spindle, push 
the starting lever 33 to end of stroke, remove the little 
nut 5 and draw back the lever 33. This frees the 
cross-head 8 and links 15, which can be pushed out of 
the way, and the follower 12 tightened on the packing, 
to make the gland steam tight. 

Operation. — Open wide the valves in the steam and 
water supply pipes (not shown). Draw the starting 
lever 33 slowly all the way back; this lifts the feed 
water and forces it into the boiler with a single move- 
ment. Adjust the capacity with the water-regulating 
valve 40, by means of the handle 41, to suit the needs 
of the boiler. If the water in the tank is warm or the 
suction pipe is hot, or if the injector has not been used 
for some time and condensed water has accumulated 
in the steam supply pipe, draw the starting lever 33 
back about an inch and wait for the water to appear at 
the overflow before bringing the lever 33 way back. 
However, in all ordinary cases the injector should be 
started without the loss of a large amount of water at 
the overflow. , 

To obtain the minimum capacity, adjust the water- 
regulating valve 40 by means of handle 41 until puffs 
of steam appear at the overflow, and then open 
slightly. 



LOCOMOTIVE APPLIANCES. 143 

The following rules for procedure when this injector 
fails to do its work perfectly will be found of especial 
advantage to those handling locomotives equipped 
with this injector: 

When the Injector Will Not Lift. — (1) The suction 
pipe may be filled with boiling water. — Draw the 
starting lever 33 back about one inch, close lever over 
waste valve 34 and when the suction pipe is clear, 
open quickly, and water will appear at the overflow. 

(2) Strainer stopped up. —Use same method as 
above, and, if not effective, uncouple pipe and clean 
out strainer. 

(3) Obstruction in lifting combining tube. — Un- 
couple the delivery pipe from the injector and unscrew 
the tubes; carefully examine all holes and pass a 
light brass wire through the combining tube 2 and 
the delivery tube 1 until it strikes the check valve. 
(The obstruction may have dropped out during the 
removal.) 

(4) Obstruction in the lifting steam nozzle.— 
Unscrew spindle nut 5 and pull starting lever 33 
back, drawing off crosshead 8; remove follower 11 
and pull out spindle; unscrew stuffing box 6, slacken 
lock nut 13 and rotate starting lever out of the way. 
Unscrew steam nozzles 3 and hold lightly in vise by 
the square on taper end, using a box wrench on the 
upper hexagon. When separate, clean very care- 
fully with fine emery cloth until the metal is bright, 
without altering diameters. If the surfaces are much 
grooved or cut, substitute new parts. 

(5) Inlet valve 42 may be open. — Remove pin 35, 
unscrew lock nut 13 and swing starting lever 33 out 
of the way; unscrew water stuffing box 10 and remove 



144 LOCOMOTIVE APPLIANCES. 

water valve 40; insert light wire to see if inlet valve 
42 seats freely; if not, remove with a wrench made of 
a piece of flat iron. The spring on the valve stem 
should just close valve when horizontal. 

When the Injector Will Lift, But Will Not Deliver 
the Water into the Boiler. — (1) Suction pipe choked. — 
This may be shown by steam appearing at the over- 
flow when the starting lever is opened wide, or by the 
delivery being too hot. The tank valve may be 
partially closed or hose lining loose. Blow out the 
suction pipe as described before. 

(2) Main check valve stuck on seat. — Shown by a 
heavy, or by a continuous light overflow. Tap the 
check valve lightly with a lead hammer; if not 
effective, cap of valve will have to be removed when 
engine is not under steam. 

(3) Main check valve too small. — Shown by a 
continuous light overflow or drip. All valves should 
have openings and pipe connections at least as large 
as those of the injector. It is usually advantageous 
to have the suction pipe one size larger. 

(4) Obstruction in the tubes. — Uncouple the deliv- 
ery end of the injector and remove and examine the 
combining and delivery tubes as before. 

(5) Steam nozzle 3 stopped up. —Remove the steam 
stuffing box 6 and the steam nozzle 3 as before 
described, and see if the main nozzle is choked. 

(6) If the overflow valve 30 vibrates on its seat, and 
the injector works noisily, look for a leak in the 
suction pipe. Draw starting lever 33 back about one 
inch, close waste valve lever 34 and close the tank 
valve sufficiently to produce slight pressure in suction 
pipe; examine all joints and seams carefully for leak, 



LOCOMOTIVE APPLIANCES. 145 

which, with large injectors, may be below the water 
line. 

General Instructions. — (1) Blow out all pipes 
carefully with steam before attaching the injector, 
tapping the pipe with a hammer in order to loosen 
all the scale. 

(2) When drip pipe is attached close to overflow of 
injector, it must be of ample size required. 

(3) Always use a dry pipe attachment to insure 
perfectly dry steam. 

(4) The diameter of the strainer should be large 
enough to give an ample supply of water even when 
some of the holes are choked. 

(5) Keep all valves steam tight; all leaks tend to 
increase rapidly owing to the velocity with which 
steam passes through the smallest opening. 

(6) A leak at the overflow valve 30 diminishes the 
capacity of the injector and draws air into the boiler; 
this valve can be ground without removing the 
injector from the engine. Unscrew the coupling nut 
24 and the jam nut 32 at the delivery end; slide both 
parts over the boiler feed pipe and follow with the 
overflow sleeve 29; this uncovers the valve, which 
may then be ground to a bearing, using only fine 
sand or powdered quartz. 

Repairs. — The parts most liable to wear depend 
upon the condition of the steam and the feed water. 
Wet steam cuts out the lifting steam nozzle without 
affecting the other tubes, while grit or dirt in the 
supply water wears the outside of the forcing steam 
nozzle and roughens the tubes. Every injector 
should work as before described, and > if the steam 
is dry and the water supply clean, will give long and 

10 



146 LOCOMOTIVE APPLIANCES. 

satisfactory service. When new combining and 
delivery tubes are required, remove old tubes from 
body by means of a special wrench provided for that 
purpose; hold the delivery tube in a vise and remove 
piece No. 22 with same wrench; note if shank of check 
valve or bearing in piece No. 22 are worn too much for 
use. Screw new parts together without bending, 
always holding them in vise as close to the threads 
as possible; then place them between lathe centres 
and tap lightly with a lead hammer until the hole in 
the end of the combining tube runs perfectly true. 
See that the seats on the body and the shoulders of 
the tubes show clean bright metal; put a little black 
lead and oil on threads and screw firmly in place. 

(2) Keep the steam pipe and chamber free from dirt 
and chips from the threads on the pipes, and the 
steam nozzles perfectly clean. The steam nozzle is 
the life of an injector, and should be maintained in 
best condition. If the injector is new and the lifting 
nozzle should fill up, remove from body as previously 
described and push a piece of card-board down 
through the annular nozzle, so as to drive out the 
dirt; it will probably not be necessary to take the 
nozzles apart. 

(3) When grinding the steam valve, screw the 
steam stuffing box rather tightly against its shoulder 
to insure its proper alignment, after placing a rubber 
washer over the holes leading to the lifting nozzle to 
prevent the sand from working into the lifting jet; 
this washer should, of course, be provided with a hole 
large enough to admit the plug on the end of the 
spindle. Keep the steam valve perfectly tight. 

(4) To remove lime and scale, immerse the tubes 



LOCOMOTIVE APPLIANCES. 



147 



or the whole injector in a bath composed of ten parts of 
water to one part muriatic acid. Remove as soon as 
scale is dissolved. 

(5) It is essential that the tubes and nozzles be 
jmaintained in good condition, and that the propor- 
'tions be correct, in order to obtain the best results 
from an injector. The body of this injector will last 
a lifetime, but the tubes require occasional replacing. 
As these can now be purchased or made at a very low 
cost, it is not good policy to allow the condition of the 
injector to run down. 




Fig. 3. 
Seller's Class M Improved Self -Acting Injector. 

The Sellers improved self-acting injector known as 
"Class M" is of special form and is interchangeable 
with the "Monitor," "Ohio," and other injectors having 
connections standard therewith. 

This form is shown by a general view in Fig. 3 and 
by sectional view in Fig. 4. Its principle and opera- 
tion are so nearly identical with the "Class N" injector 
as to need no special description. 



148 



LOCOMOTIVE APPLIANCES. 




Fig. 4. 
Seller's Class M Improved Self-Acting Injector. — (Sectional View). 







LIST OF PARTS. 


1. 


Delivery Tube. 


25. 


Injector Body. 


2. 


Combining Tube. 


27. 


Wrench. 


3. 


Steam Nozzles. 


29. 


Waste Pipe. 


5. 


Spindle Nut. 


30. 


Waste Valve. 


6. 


Steam Stuffing Box. 


31. 


Guide for No. 30. 


7. 


Spindle. 


32. 


Jam Nut for 31. 


8. 


Cross Head. 


33. 


Starting Lever. 


10. 


Water Stuffing Box. 


34. 


Cam Lever. 


11. 


Follower. 


35. 


Pin, Nos. 9 and 33. 


12. 


Packing Ring. 


36. 


Pin through 31 and 34. 


13. 


Lock Nut. 


38. 


Collar and Index. 


14. 


Follower for No. 10. 


39. 


Funnel (Extra). 


15. 


Links. 


40. 


Plug Water Valve. 


16. 


Packing Ring. 


41. 


Regulating Handle. 


19. 
19a. 


Plain ( ^ssior 


42. 


Inlet Valve. 


73. 


Guide for Overflow Valve 75 


74. 


Heater Stem. 


20. 


Check Valve. 


75. 


Overflow Valve. 


22. 


Guide for No. 20. 


76. 


Follower. 


23. 


Plain. ) Unions for 


77. 


Pack Ring in 73. 


23a 


Reduc. i Iron Pipes. 


78. 


Heater Lever. 


24. 


Coupling Nut. 







I 



NATHAN "SIMPLEX" INJECTOR. 

The Simplex injector is what is termed an auto- 
matic instrument and will restart, picking up the 
water after interruption from any cause such as water 
surging in the tank when the supply is low. It is 
also self-regulating, controlling the water without 
waste at the overflow with a varying pressure of steam 



LOCOMOTIVE APPLIANCES. 149 

from 200 pounds down to 50 pounds without any 
manipulation on the part of the engineer. 

Below 50 pounds pressure the water must be regu- 
lated by the water valve. It will start readily, even- 
with a hot suction pipe. This injector is provided 
with an extra water way which is controlled by an 
inlet valve 9, which valve serves to increase the 
injector's capacity at steam pressures above 150 
pounds. 

Should this valve 9 leak or stick off its seat, the 
key 35 above may be turned one-half turn and thus 
this extra water way shut off. The injector will then 
start and work as an ordinary injector. 

The range of reduction in this injector is nearly 
sixty per cent, and is obtained by means of the water 
valve. The steam valve is supposed to be wide open 
at all times. 

The thumb screw on the lever guide is simply to 
keep the lever in a slightly open position whenever 
the injector is used as a neater, so that the entire 
pressure may not be put on the hose alone. 

The only parts liable to need attention are the steam 
valve and the inlet valve. Should the injector get 
hot every time when out of use, it is evident the steam 
valve leaks and should be ground in. In case there 
is any difficulty in starting the injector, it may be the 
inlet valve is out of place (or unseated), and in such a 
case turn the key 35 a half turn, with the letter *S on 
the upper face of the square spindle end, and the 
injector will go to work. At the end of the run this 
valve may be given the necessary attention. 

To use this injector as a heater, close the heater 
cock check and draw out the starting lever. 



150 



LOCOMOTIVE APPLIANCES, 

aaiioa cm 







LOCOMOTIVE APPLIANCES. 



151 



In starting on high lifts and in lifting hot water, 
pull out the starting lever slowly. 

To start the injector, pull out the lever; to stop, 
push in the lever. 

NATHAN "MONITOR" INJECTOR. 
While this type of injector is not of such recent 
design as the "Simplex" there are a great many in use. 




OVERFLOW 



Fig. 6. Nathan "Monitor" 
LIST OF 

1. Body (back part) . 

2. Body (front part). 

3. Body Screw. 

4. Yoke. 

5. Yoke Gland. 

6. Yoke Packing Nut. 

7. Yoke Lock Nut. 

8. Steam Valve Disc and Nut. 

9. Steam Valve Spindle. 

10. Steam Valve Handle. 

11. Steam Valve Rubber Handle. 

12. Steam Valve Top Nut. 

13. Jet Valve Disc and Nut. 

14. Jet Valve Spindle. 

15. Jet Valve Bonnet and Nut. 

16. Jet Valve Gland. 

17. Jet Valve Lever Handle. 

18. Jet Valve Top Nut. 
18a. Jet Tube. 

18b. Lifting Nozzle. 

19. Water Valve. 
19a. Eccentric Spindle. 

20. Water Valve Bonnet. 



Injector (Sectional View.) 
PARTS: 

23. 

25. 

26. 

27. 

28. 

30. 

31. 

32. 

33. 

33a. 

34. 

35. 

36. 

37. 

38. 

38a. 

39. 

39a. 

40. 

40a. 

41. 

42. 



Water Valve Lever Handle. 
Steam Nozzle. 
Intermediate Nozzle. 
Condensing Nozzle 
Delivery Nozzle. 
Line Check. 
Line Check Valve. 
Stop Ring. 
Overflow Nozzle. 
Overflow Chamber with Nut. 
Heater Cock Check. 
Heater Cock Bonnet and Nut. 
Heater Cock Spindle. 
Heater Cock T Handle. 
Coupling Nut — Steam End. 
Tail Piece — Steam End. 
Coupling Nut — Water End. 
Tail Piece— Water End. 
Coupling Nut — Delivery End. 
Tail Piece — Delivery End. 
Water Chamber. 
Vacuum Chamber. 



152 LOCOMOTIVE APPLIANCES. 

Its method of operation and a description of its parts 
are therefore given here. 

Operation. — Valve 19 is opened by means of lever 
23, which admits water into chamber 41. Valve 13 is 
then opened by means of lever 17, which admits steam 
into tube 18a, escaping into overflow, thus creating a 
partial vacuum in chamber 41 by means of communi- 
cation, through chamber 42, with valve 34 open, 
drawing water from tank into chamber 41, nozzle 26, 
and escaping at overflow. When water thus appears, 
valve 8 is opened by means of lever 10, admitting 
steam into nozzles 25, 26, 27 and 28, forcing check 
valve 31 open and forcing the water already in cham- 
ber 41 into delivery pipe, thus supplying the boiler. 
Water is regulated by valve 19. To shut the injector 
off, valve 8 is closed. 

METROPOLITAN LOCOMOTIVE INJECTOR. 

The Metropolitan "1898" Locomotive Injector is a 
double-tube injector, composed of a lifting set of tubes 
which lift the water and deliver it to the forcing set of 
tubes under pressure, which in turn force the water 
into the boiler. 

The lifting set of tubes act as a governor to the 
forcing tubes, delivering the proper amount of water 
required for the condensation of the steam, thus 
enabling the injector to work without any adjustment 
under a great range of steam pressure, handle very 
hot water and admit of the capacity being regulated 
for light or heavy serviceimder all conditions. 

This injector will start with 30 to 35 pounds steam 
pressure, and, without any adjustment of any kind 
will work at all steam pressures up to 300 pounds. It 



LOCOMOTIVE APPLIANCES. 



153 




Fig. 7. 

The Metropolitan "1898" Locomotive Injector. 



LIST OF PARTS. 



202. Packing Nut for 261. 233. 

203. Champ Ring. 234. 

205. Steam Swivel Ring. 236. 

206. Steam Valve. 237. 

207. Forcing Steam Jet. 238. 

208. Forcing Combining Tube. 239. 

209. Check Valve Cap. 240. 

210. Check Valve. 241. 

211. Check Valve Casing. 245. 

212. Overflow Valve Stem. 246. 

213. Auxiliary Steam Valve. 247. 

214. Packing Gland for No. 212. 248. 

215. Overflow Valve. 249. 

216. Overflow Valve Lever. 250. 

217. Overflow Center Piece. 258. 

218. Regulating Valve Handle Nut. 259. 

220. Regulating Valve Wheel. 260. 

221. Regulating Valve Stem. 261. 

222. Packing Nut for No. 221. 262. 

223. Regulating Valve Center Piece. 263. 

224. Lifting Steam Jet. 264. 

225. Lifting Combining Tiibe. 265. 

227. Overflow Valve Pin. 266. 

228. Overflow Bolt. 267. 

229. Nut for Bolt No. 228. 268. 
231. Stud Bolt. 269. 



Regulating Valve Wheel Disc. 

Nut for Overflow Disc. 

Union Nut, Steam End. 

Tail Pipe, Steam End. 

Tail Pipe, Suction End. 

Union Nut, Suction End. 

Tail Pipe, Delivery End. 

Union Nut, Delivery End. 

Nut for Stud Bolts in Flange. 

Union Overflow Nozzle. 

Union Nut for Overflow Nozzle 

Overflow Valve Cap. 

Disc for Overflow Valve. 

Tail Pipe for Overflow Nozzle. 

Fulcrum Collar. 

Fulcrum Nut. 

Steam Packing Gland. 

Steam Valve Stem. 

Steam Center Piece. 

Side Links. 

Overflow Connecting Bar. 

Bolt for Steam Valve Stem. 

Fulcrum Bolt. 

Nut for Bolt No. 265. 

Nut for Bolt No. 266. 

Lever. 



154 LOCOMOTIVE APPLIANCES. 

is claimed that at all steam pressures and under all 
conditions its operation is the same. When working, 
all the water must be forced into the boiler. It is 
impossible for part or all the water to waste at the 
overflow should the steam pressure vary. 

The independent lifting apparatus produces a 
strong, powerful vacuum, which enables the injector 
to promptly lift the water when subjected to the severe 
conditions of a hot suction pipe, leaking check valves, 
and hot water supply. 

This injector will handle very hot feed water. It 
starts readily, taking feed-water at 140° Fahr. with 
steam pressures up to 150 pounds, and 135° Fahr. with 
a steam pressure of 175 pounds, and 130° Fahr. with 
a steam pressure of 200 pounds. 

Regulation of capacity is an important/ in fact 
indispensable, feature of the perfect locomotive 
injector. With this injector the capacity can be 
regulated for light or heavy service under all steam 
pressures and with hot as well as with cold feed water. 

To Connect and Operate. — Place the injector above 
the level of the water in the tender within reach of the 
engineer. Take steam from the dome through a dry 
pipe; should the injector be placed outside the cab, 
extension fittings must be used. 

To Start the Injector. — Pull the lever back slightly 
until the resistance of the main steam valve is felt. 
This lifts the water. As soon as the water is lifted, 
pull the lever back steadily as far as it will go. The 
injector will then be feeding. Do not push lever in to 
regulate the feed; it must be pulled back as far as it 
will go. 

To Regulate the Feed.— To increase the capacity 



LOCOMOTIVE APPLIANCES. 155 

turn the wheel to the left. To decrease the capacity 
turn the wheel to the right. 

To Use as a Heater. — Close the overflow valve by 
disconnecting the connecting bar and pulling it 
back. Admit steam by pulling the lever slightly. 

General Suggestions for Piping and Making 
Repairs. — The Injector is preferably located inside 
the cab thus being directly under control of the 
engineer. It is necessary that the steam pipe and 
the opening in the main steam valve be as large as 
th,e steam connection so that the injector will receive 
a full supply of steam. If it does not receive a full 
supply of steam it will be sensitive or refuse to work 
at all. The suction and delivery pipes must also be 
large. 

Repairing. — The forcing combining tube 208 is 
subject to the greatest wear, also to incrustation from 
limy or impure water. When this tube shows signs 
of wear, if but little, the roughened part can be 
smoothed. If the wear is considerable a new tube 
should be inserted. In time the forcing steam jet 207, 
the lifting steam jet 224, and the lifting combining 
tube 225, will wear and should be renewed. The 
automatic overflow valve 215 must be tight, and if it 
does not seat tight it should be promptly reground. 
If this valve leaks it will allow the water discharged 
from the forcing combining tube 208 to flow back and 
heat the water between the lifter and the forcer so that 
the injector will break. 

The final overflow valve is made with a special 
disc 249, which is soft. This prevents any damage 
being done to the valve seat. These discs are inex- 
pensive, easily renewed, and do away with the 



156 LOCOMOTIVE APPLIANCES. 

grinding of the valve to its seat. Should the steam 
valve, 206 and 213, leak, it should be reground 
promptly. 

The sectional view shows the injector with the 
vertical form of check valve. If the feed water is 
limy or impure, a swing check valve, as illustrated 
and described elsewhere, should be used. The lever 
movement as shown in the diagram is the improved 
lever attachment. The first Metropolitan " 1 898" loco- 
motive injectors made had a different form of lever 
attachment. 

THE "HANCOCK" LOCOMOTIVE INSPIRATOR. 

The difference between an inspirator and an injector 
is that the former is a double apparatus having both 
lifting and forcing jets and tubes combined, and 
operating with a closed overflow, while the lifting 
injector has these two parts independent one from 
the other. 

The type of Hancock inspirator of which Fig. 8 is a 
general and Fig. 9 a sectional view, is designed to 
meet the demand for an instrument of the class which 
is operated by one lever or handle. The regulating 
valve 105, which is directly under the lever, throttles 
the steam supply to the lifter steam nozzle only, 
thereby reducing the capacity of the inspirator from 
the maximum to the minimum without the use of a 
"lazy cock."* This arrangement neither disturbs the 
suction by creating an increased vacuum in the pipe, 
nor impairs the effectiveness of the forcing apparatus. 

* "Larsy Cock ' ' was the term applied to the valve formerly 
located in the feed-water pipe, by the opening and closing of which 
the regulation of the amount of feed-water supplied was effected. 



LOCOMOTIVE APPLIANCES. 



157 



Pipe Connections.— To obtain the best results, 
locate the inspirator with the overflow nozzle 108 
about four inches above the water in the tank. Take 
the steam direct from the dome or highest part of the 
boiler, and not from a pipe which furnishes steam for 




Pig. 8. 
Hancock Locomotive Inspirator. 

other purposes. Place a globe valve in the steam 
pipe, and blow it out thoroughly before connecting 
the inspirator, to remove any redlead, chips, etc. 

All openings in the steam connections from the 
inspirator to the dome and the openings in the suction 



158 



LOCOMOTIVE APPLIANCES. 



OCIIVERY 



or feed-pipe connections from the inspirator to the tank 
must be of ample size. The overflow pipe should be 
the full size of the inspirator connection and as nearly 
straight as possible. The end of the overflow pipe 
must be open to the air, and not piped below the sur- 
face of the water. 




SUCTION 

Fig. 9. 
Hancock Locomotive Inspirator. 

Operation.— To start the' inspirator draw the lever 
back to lift the water, then draw it back slowly to the 
stop. When the lever 137 is drawn back slightly, 
steam is admitted to the lifter steam valve 130 through 
the forcer steam valve 126 to the lifter steam nozzle 
101. The velocity of the steam into the "lifter com- 



LOCOMOTIVE APPLIANCES 



159 



bining tube 102 creates a vacuum, and causes the 
water to flow through the lifter combining tube 102, 
condensing the steam, and out through the intermedi- 
ate overflow valve 121 and through the final overflow 
valve 117 in the delivery chamber. A further move- 
ment of the lever 137 opens the forcer steam valve 126 
admitting steam to the forcer steam nozzle 103 and to 
the forcer combining tube 104, and creating a pressure 
in the delivery chamber sufficient to close the inter- 



LIST OF PARTS FIG. 9. 



101. Lifter Steam Nozzle. 

102. Lifter Tube. 

103. Forcer Steam Nozzle. 

104. Forcer Combining Tube. 

105. Regulating Valve Spindle. 
Rubber Wheel for 105. 
Back Plate for 105. 
Brass Washer for 105. 
Screw for 105. 

106. Connecting Rod. 
Spring for 106. 

108. Overflow Nozzle. 
111. Line Check Valve. 

Case for 111. 

Cage for 111. 

113. Brazing Nipple for Steam Con- 

nection. 
Brazing Nipple for Suction Con- 
nection. 
Brazing Nipple for Delivery 

Connection. 
Brazing Nipple for Overflow 

Connection. 
Threaded Nipple for Steam 

Connection. 
Threaded Nipple for Suction 

Connection. 
Threaded Nipple for Delivery 

Connection. 
Threaded Nipple for Overflow 

Connection. 

114. Coupling Nut for Steam Con- 

nection. 

Coupling Nut for Suction Con- 
nection. 

Coupling Nut for Delivery Con- 
nection. 

Coupling Nut for Overflow Con- 
nection. 

115. Connecting Link for Final Over- 

flow Valve. 
Steel Pin for 115. 
Tobin Bronze Bolt for 115. 



Tobin Bronze Nut for Bolt for 
115. 

117. Final Overflow Valve Stem. 
Disc for 117. 

Nut for 117. 

118. Bonnet for Final Overflow 

Valve. 

119. Packing Nut for Final Overflow 

Valve. 

120. Bonnet for Intermediate Over- 

flow Valve. 
Tobin Bronze Cap Screw for 

120. 
Iron Washer for 120. 

121. Intermediate Overflow Valve. 

122. Holder for Overflow Valve 

Crank. 

123. Adjusting Ring. 

124. Bonnet for Regulating Valve. 

125. Packing Nut for Regulating 

Valve. 

126. Forcer Steam Valve. 
Coupling Nut for 126. 

127. Bonnet for Steam Valve. 

128. Packing Nut for Steam Valve. 

130. Lifter Steam Valve. 

131. Tobin Bronze Stud for Connect- 

ing Rod. 

132. Tobin Bronze Stud for 122 and 

133. 
Tobin Bronze Nuts for 122 and 
133. 

133. Crank for Overflow Valve. 

134. Side Strap — right hand. 
Side Strap — left hand. 
Tobin Bronze Bolt for 134. 
Tobin Bronze Nuts for Bolt fo. 

134. 
137. Lever. 

Wood Handle for 137. 
Screw for 137. 

145. Tobin Bronze Pin Connecting 

137 and 146. 

146. Steam Valve Stem. 



160 LOCOMOTIVE APPLIANCES. 

mediate overflow valve 121 and open the intermediate 
or line check valve 111. 

The final overflow valve 117 will be closed and the 
inspirator in full operation when the lever is drawn 
back to the stop. When the pin in the wheel of the 
regulating valve is at the top, the inspirator will 
deliver its maximum quantity of water; to reduce the 
feed, turn the regulating wheel to the right. 

To use the heater attachment lift the connecting 
rod until disengaged from the stud in the lever, then 
draw back the connecting rod to close the overflow 
valve. Regulate the quantity of steam by the lever 
without throttling the main steam valve on the 
boiler. 

If the inspirator "breaks" or will not start promptly, 
see if there is a leak in the suction connections. If 
the openings into the tank are too small, or the hose 
strainer clogged, or the hose kinked or its lining col- 
lapsed, the inspirator will not get a sufficient supply 
of w^ater. 

If the inspirator will lift the water, but will not 
deliver it into the boiler, see that the main (boiler) 
check valve is in proper working order. If the open- 
ing in the main steam valve or its connections is not of 
the required size or there is a leak in the dry pipe, the 
supply of steam will be insufficient. 

If the overflow pipe is smaller than the overflow 
nozzle there will be back-pressure, which will interfere 
with the proper working of the inspirator. 

Injectors sometimes fail to operate when the water 
is low in the tank, but an inspirator will continue to 
operate when properly supplied with steam and water, 
and will not "break" unless the water is taken from the 



LOCOMOTIVE APPLIANCES. 



161 



sucti on. An engineer will quickly know by the sound 
when an inspirator "breaks." 

THE HANCOCK "COMPOSITE" LOCOMOTIVE 
INSPIRATOR. 

The "composite" is a compound Hancock inspirator, 
consisting of two separate and individual inspirators 
within one body, which can be operated separately or 
simultaneously, as desired. 

Each and every part of a "composite" type inspirator 
that is subject to wear and renewal is identical in 




Fig. 10. 
Hancock "Composite" Locomotive Inspirator. 

design and interchangeable with the corresponding 
part of the standard locomotive inspirator of the 
same size. 

This instrument enables two inspirators to be con- 
nected with practically the expense of connecting one, 
thus giving two independent ways of feeding the 
11 



162 LOCOMOTIVE APPLIANCES. 

boiler. By making practice of operating one instru- 
ment one time, and the other the next, both are con- 
stantly kept in perfect working order. The "com- 
posite" takes up practically no more room than a 
single instrument. 

Where it may be desired to locate both injectors on 
one side of the locomotive convenient to either the 
engineer or fireman who has charge of pumping the 
engine, or on the boiler butt available to both, the 
advantages of the "composite" are apparent. 

This instrument can be used and a steady feed kept 
when there is a great variation in the power used. 
With the various combinations of nozzles used it is 
possible to keep a steady feed when using but eighteen 
per cent, of the maximum horse power of the boiler. 
For example, take the special size of the "composite," 
arranged with size 40 nozzles in one side and size 55 
nozzles in the other; when both instruments are work- 
ing simultaneously the water delivered is sufficient to 
supply 1150 H. P. of boilers; by shutting off the size 
55 inspirator, and reducing the feed of the size 40 
inspirator, steady feed for 200 H. P. can be main- 
tained. Engineers will appreciate the advantages of 
this instrument where there is a great variation of 
power used. 

By removing the delivery connection, which is 
joined to the body by a flanged joint, the forcing tubes 
of each inspirator are easily removed for cleaning or 
repair. The valve mechanism of each instrument 
is independent, the same as the Hancock inspirator, 
previously shown. The capacity of each inspirator 
can be regulated by the regulator. The minimum 
capacity is obtained by using the smaller inspirator 






LOCOMOTIVE APPLIANCES. 163 

with reduced feed. The maximum capacity by work- 
ing both inspirators full. 

Operation. — The Hancock "composite" inspirator is 
operated the same as the Hancock inspirator, type 
"A." 

When it is desired to use both inspirators at the 
same time, start one, and after it is going start the 
other. 

The arrangement of the different connections to the 
"composite" inspirator are somewhat varied. All 
have one each steam and overflow connections and a 
double suction connection — one to the left and the 
other to the right tank valve. The delivery connec- 
tions can be combined, as shown in Fig. 10, to feed 
through a single boiler check, or entirely separate, 
supplying the boiler independently through each 
boiler check. 

THE LUNKENHEIMER LOCOMOTIVE INJECTOR. 

The Lunkenheimer '99 model standard injector is 
claimed by the manufacturers to be especially suitable 
for high-pressure work. The machine is of the double 
tube positive closing overflow type, but the lifting and 
forcing tubes are all in one line, and, in this respect, it 
differs in construction from the Metropolitan, Han- 
cock and other machines, where the lifting tubes are 
situated below the forcing set. 

This injector also differs in several other particu- 
lars; for instance, the regulation of the water dis- 
charge is accomplished in a different manner from 
any other injector. In the Lunkenheimer injector the 
amount of steam required to lift the forcing water is 
reduced in direct proportion to the amount of water 



164 



LOCOMOTIVE APPLIANCES. 



discharged. In other forms of injectors the amount 
of forcing steam remains constant, while only the 
lifting steam and water are decreased. The effect of 
this reduction of all three items in proportion results 
in causing the discharge to be cooler at minimum than 
in other injectors of this class. 



Sectiqm oh A-a 34 




Fig. 11. 
Lunkenheimer " '99 " Model Injector. 



The grading, as described in detail below, is accom- 
plished by moving the steam tube (2) in and out by 
means of the crank handle (56) situated at the back 
end of the machine. 

Mode of Action. — In starting, lever (59) is drawn 



LOCOMOTIVE APPLIANCES. 165 

back slightly. This movement draws the steam 
valve (7) back and unseats same partially, which 
admits the lifting steam through passages in cap (3) 
and huddler (4), out around steam tube (2), into the 
water lifting tube (5), opening valve (11) and exhaust- 
ing partially through the valve (4) and also through 
the tube (6) and out through overflow valve (15) into 
the atmosphere. The steam thus exhausted exerts a 
strong draught in the suction branch, discharges the 
air, and the water is "lifted." When water appears at 
the overflow, lever (59) is drawn all the way back. 
This movement uncovers the ports in the movable 
steam tube, admitting the jet of forcing steam, which 
drives the water through the forcer combining tube 
(6). By the same movement of the lever (59) the rod 
(20) is withdrawn and valve (15) is seated by the 
increasing pressure in the delivery chamber. Valve 
(11) is also seated by the pressure on top of same, and 
all water is forced through the tube (6), overcomes the 
boiler pressure on line check valve (17) and passes 
into the feed pipe. The amount of water delivered is 
regulated by the movable steam tube (2). This tube 
moves longitudinally through the other tubes in the 
machine and is actuated by the threaded stem (1) and 
crank (56). To deliver the maximum amount of 
water the tube is withdrawn to its limit. This admits 
the maximum amount of steam around the outside of 
the tube to lift the water, and also to the interior of 
same to force the jet of water into the boiler. The 
withdrawal of tube (2) also increases the passageway 
around same and through tubes (5 and 6). When it 
is desired to reduce the capacity, the crank (56) is 
turned from left to right, which forces the tube (2) 



1 66 LOCOMOTIVE APPLIANCES. 

into the openings in tubes (4, 5 and 6). The 
effect of this is : 

First. To cut off the amount of forcing steam pass- 
ing through the ports in the end of tube (2) as same is 
moved into the tubular extension of huddler (4). 

Secondly. It decreases the passage of lifting ste/am 
around tube (2) and through huddler (4), due to the 
tapering diameter of tube (2) approaching the fixed 
internal diameter of huddler (4). 

Thirdly. The passage ways through tubes (5 and 
6) are decreased as the tube (2) is passed into same. 

The amount of steam required is decreased propor- 
tionately to the quantity of water discharged. In 
other injectors the discharge of steam remains con- 
stant, while the water alone is decreased in quantity. 
The result of this method is that this injector delivers 
water, when working at minimum, at a low tempera- 
ture. As scale only forms when water is heated to 
high temperatures, there is less liability of trouble 
from this cause than with machines where the dis- 
charge is very hot. 

The auxiliary water valve (12) is situated at the side 
of the machine and controls the port between the 
suction branch and the intermediate chamber of the 
injector, see sectional cut. The function of this valve 
is to make the injector self-adjusting and unaffected 
by variations of steam pressure. At certain pressures 
the water lifting tube does not deliver a sufficient 
quantity of water to condense the steam, and at such 
times the vacuum formed in the chamber causes the 
valve (12) to open and admit the additional amount of 
water required. 

This machine is claimed to be very economical and 



LOCOMOTIVE APPLIANCES. 



167 



efficient, and will work at all pressures from seventy to 
two hundred and fifty pounds without any adjustment 
whatever. 

THE OHIO LOCOMOTIVE INJECTOR. 

The Ohio injector is noted for its simplicity, having 

few parts and those arranged conveniently for repairs. 

It will be noted from the sectional view here shown 




Fig. 12. 

The Ohio Locomotive Injector 

(Sectional View). 

that the combining tube and the delivery tube are 
screwed directly to the delivery end connection on the 
right in the cut, and can be taken out with an ordi- 
nary wrench without disturbing the other tubes; the 
lifting tube, instead of being screwed to the injector 
body> As held in place between the two flanges which 
are bolted together, as shown. This design lessens 
the liability of marring or breaking the tubes in their 
removal for inspection or repairs. 



168 



LOCOMOTIVE APPLIANCES. 



This injector is interchangeable with the other 
principal injectors used, the size and location of its 
connections being the same. 

THE NIAGARA LOCOMOTIVE INJECTOR. 

This injector is of the double tube type, strongly 
built, and is thoroughly balanced, requiring but little 
effort to operate it. 




Fig. 13. 

The Niagara Locomotive Injector. 
(Sectional View.) 

The forcing water and steam nozzles are both 
connected directly with the spindle operated by the 
handle (H). The overflow valve is in a vertical posi- 
tion. The regulation is effected by the spindle (S) 
reducing the quantity of steam supplying the suction 
steam nozzle, thereby diminishing the quantity of 
water delivered to the forcing nozzle. 

The cut shows the injector adapted to the Sellers 
pipe connection. By interchanging overflow nozzle 






LOCOMOTIVE APPLIANCES. 



169 



(C) with plug (P) and replacing tne water connection 
(E) with a longer leg, the Monitor pipe connections 
are obtained. 

Operation. — To start, pull the handle slightly until 
water appears at overflow (C), then draw handle 
completely back. 

To stop, push handle forward through its full 
stroke. 

To regulate its capacity, turn wheel (*S). 

To Use as a Heater. — Pull handle back with a quick 
motion, through its full stroke. When used as a 
heater a full head of steam cannot blow back into the 
tender, and thus the water hose are protected against 
being blown off. 

"LITTLE GIANT" LOCOMOTIVE INJECTOR. 








Fig. 14. 




Little Giant Locomotive Injector. 






(Sectional View.) 




LIST OF PARTS. 


1. 


Body. 


15. Overflow Cap. 


2. 


Stuffing Box. 


16. Overflow Valve. 


3. 


Starting Lever. 


17. Overflow Nozzle. 


4. 


Injector Lever. 


18. Check Valve Stop. 


5. 


Right and Left Nut. 


, 19. Coupling Nut. 


6. 


Starting Valve Body 


20. Swivel. 


7. 


Main Valve. 


21. Combining Tube Clamp 


8. 


Jet Valve. 


22. Quadrant. 


9. 


Jet Valve Stem. 


23. • Thumb Screw. 


10. 


Starting Valve Link. 


24. Steam Tube. 


11. 


Fulcrum. 


25. Combining Tube. 


12. 


Stuffing Box Nut. 


26. Discharge Tube. 


13. 


Large Packing Nut. 


27. Check Valve. 


14. 


Small Packing Nut. 





170 



LOCOMOTIVE APPLIANCES. 



This injector is fitted with a movable combining 
tube (part numbered 25 in sectional view) operated by 
a lever which allows it to be adjusted to work 
correctly at different pressures of steam and under the 
many conditions required of a locomotive injector. 

To Operate. — Have the combining tube in position 
to allow sufficient quantity of water to condense the 
steam when the starting valve is full open, then open 




Fig. 15. 
Little Giant Locomotive Injector. 



the starting valve slightly; when water shows at the 
overflow, open full. Regulate the water by moving 
the combining tube — toward A for less water, and 
toward B for more water. 

To Use as a Heater. — Close the overflow by moving 
the combining tube toward B until the tubes 25 and 26 
come together, then open the starting valve enough to 
admit the quantity of steam required. 



BOILER WASHING AND TESTING 
APPARATUS. 

The accompanying engraving shows a washing 
and testing apparatus, which will wash out, fill, and 
apply pressure to a boiler, with hot water. It has a 
capacity of 5,000 gallons per hour. When this appa- 
ratus is used, the boilers are washed much more 
effectually than can be done with cold water, and 
their temperature is not materially reduced, which is 
injurious to flues and fire-box. It enables one to 
blow out, wash and fill with hot water and have a 
locomotive ready for service within one hour, without 
injury to the Boiler. 

This apparatus has connection for 2-inch pipes, 
and must be located where the water will flow to it. 

When applying pressure this apparatus will pro- 
duce and maintain from three to five times the amount 
of steam pressure used in operating it. 

To Attach. — Connect steam pipe to swivel No. 1; 
water supply No. 2, and discharge to No. 3. 

To Wash Out Boiler. — Close overflow (0) by mol- 
ing tube (C) over to the discharge. Open water 
supply, then steam valve (A). untD the required 
force is obtained. 

To Apply Pressure. — When boiler is tilled with hot 
water, the same as when washing, shut steam valve 
(A); open overflow (0) by moving combining tube 
(C) to about midway of its travel; when water 
shows at overflow (0), open steam valve (B) slowly 

(171) 



172 



LOCOMOTIVE APPLIANCES. 



until full open; then adjust combining tube so as to 
allow the least quantity of water possible to show at 
(0). Relief valve (R) can be adjusted as desired. 

Keeping the cock to the pressure gauge partly 
closed will prevent the hand from unduly vibrating. 

One of the Many Ways It May Be Located, is so to 
take cold water to the apparatus from, and put hot 
water back into the pipe that supplies water for 




Pig. 1. 

Boiler Washing and Testing Apparatus. 

washing with cold water — always putting in a stop 
valve or cock between the connections. The hot 
water from the apparatus will pass with great force 
through the same pipe, hose, nozzles, etc., as are used 
with cold water. 



"SWING" INTERMEDIATE OR LINE CHECK VALVE. 

The check shown in the accompanying engraving 
can be applied to the "branch" pipe or injector delivery 
pipe of any locomotive injector. 



LOCOMOTIVE APPLIANCES. 



173 




SECTIONAL VIEW. 



Experience has proved that a hinged or swinging 
movement of the valve is more reliable and its action 
more certain than either the horizontal or vertical 
types with a sliding movement, especially where 
trouble is caused by incrustation 
from limy or impure water. 

There are no wings or guides 
to become incrusted with scale or 
deposit while the valve is open 
and to prevent its closing, and 
the liability of damage or delay „, m 

, , .-, -, ,• i • Pis. 1. Swing Intermediate 

caused by the valve sticking or or Line check. 
failing to close is obviated. 

No matter how efficiently a boiler check is used, 
there is no question as to the double advantage gained 
by the use of a line check valve, and few modern 
equipped locomotives are now without them. 

OIL CUP— FOR INJECTORS AND INSPIRATORS. 

For lubricating the internal parts of 
any injector or inspirator it is very 
desirable to have a suitable oil cup, 
as shown in the engraving (Fig. 1), 
attached to the injector or steam pipe. 
It is considered that the introduction 
of oil into the steam chamber is more 
effectual than its admission into the 
water chamber. Hence the oil cup 
should be arranged to discharge di- 
rectly into the steam chamber, thereby 
lubricating the l >zzles, tubes and other 

parts subject to wear, and preventing the adhesion of 

scale formed by impurities in the water. 




FIG. 1. 
Injector Oil Cup. 
(Sectional View.) 



174 LOCOMOTIVE APPLIANCES. 

When the filling plug is unscrewed sufficiently to 
allow the steam to escape, the valve in the bottom 
closes and the oil cup can be readily filled without 
closing the main steam valve. When the filling plug 
is again screwed into position the valve in the bottom 
is opened and the oil feeds out. 

THE EJECTOR OR JET PUMP. 

The "ejector" or jet pump is designed for use at 
railroad water stations, on construction trains, for 
emptying wheel pits and similar railroad service. 




It is a device, simple in construction, compact in 
form, convenient to handle, has no movable parts and 
cannot get out of order. 

Fig. 2 shows the position in which an ejector should 
be placed for high elevations. For lifting only the 
ejector can be placed at the boiler level. 

Where it is required to lift water ten feet or over 
it is advisable to place a foot-valve on the lower 
end of the suction pipe, 

All ejectors, if properly constructed, will lift water 
io a height of twenty-five feet, but for elevating 



LOCOMOTIVE APPLIANCES. 



175 



over twenty-five feet the ejector should be placed 
near the water level and a delivery pipe one size 
larger than the connections used. In this man- 



-"■3 




Fig. 2. 

Ejector, showing connections for 
Elevating. 



ner water can be lifted about fifty feet with seventy- 
five pounds steam pressure, and about seventy feet 
with one hundred pounds steam pressure. 



176 



LOCOMOTIVE APPLIANCES. 



Fig. 3 is a general view of the Hancock ejector. 
The "steam," "suction" and "delivery" connections 

are as illus- 
trated. 

The suction 
connections 
must be per- 
fectly tight. 
Before operat- 
ing the ejector 
blow out the 
steam pipe to 
remove any 
iron chips, red 
lead, etc. 

To use an ejector economically, regulate the quan- 
tity of steam with the starting valve. 

This ejector is furnished to operate with either 
steam, air or water. 




SUCTION 
FIG. 3. 

Hancock Ejector or Jet Pump. 



LOCOMOTIVE BOILER CHECKS. 

Too great care and attention cannot be given this 
important part of the locomotive.* 

Leaky boiler checks are always a source of great 
annoyance and no injector, no matter how good it may 
be, will give satisfactory service under these condi- 
tions. The check valve must have sufficient "lift," 
that is, be allowed to raise sufficient distance from its 
seat, and when the injector is shut off the check valve 
must close; if it does not, but sticks or cocks to one 
side, the steam from the boiler has a tendency to blow 
back through the injector and cause the latter to 
become heated beyond its proper working condition, 
and also causes the injector and branch pipe to 
become incrusted with lime or other deposits. 

The object of the boiler check is to prevent a return 
flow of water from the boiler when the injector is shut 
off; the valve is automatically closed by the pressure 
from the boiler acting upon its upper surface. 

Fig. 1 gives three views of a commonly used loco- 
motive boiler check valve, the casing being made of 
heavy cast iron; the advantage of this form of casing 
is that any ordinary amount of pounding and rapping 
that usually occurs when a check "sticks up" will not 
spring the body and cage of the check and thereby 
render the valve inoperative. 



* For the location of the locomotive boiler check, see the chart 
"American Steam Locomotive," parts numbered 120 and 121. 
12 (17?) 



178 



LOCOMOTIVE APPLIANCES. 




Sec/ion 



£/er&//o/>. 




Pten. 

Fig. 1. 
Boiler Check Valve, with Cast Iron Casing. 

depends a great deal upon the 
size of both check and injector, 
but should not be less than 
one-fourth of an inch nor 
rarely over three-eighths of 
an inch. 

A combined main boiler 
check and stop valve is 
shown in Fig. 2. 

The main check valve and 
its seat can be removed for 
grinding or repair while the 
boiler is under steam. This 
is often of great advantage 
when a railroad is taxed 



The check valve 
itself is generally 
but a small part of 
the boiler check, as 
the whole attach- 
ment is termed. Most 
check valves have 
three or four lugs or 
"wings" which ex- 
tend below the valve 
seat and serve as 
guides to the proper 
re- seating of the 
valve. 

The proper "lift," 
that is, the amount 
the valve can raise, 
to give a boiler check 




eiKckViiv. 

and Seat 

Removed. 



Fig. 2. 

Sellers' Combined Boiler 

Check and Stop 

Valve. 



LOCOMOTIVE APPLIANCES. 



179 



to the limit for locomotives and often effects a saving 
of several hours. The illustration shows the stop 
valve (which is adjusted from the top outside) closed, 
and the check valve and seat removed. When the 
check valve is replaced it is evident its lift can be 
regulated by the amount the stop valve is raised. 

Another ingenious form of combined check and 
stop valve is shown in Fig. 3. 

As will be seen, there is a main body (D) in which 
is the conical plug-like cage (B), held in place by the 
cap (C) and ring (F). 
Inside the cage (B) is the 
usual check valve (F), the 
lift of which is controlled 
by the "stop" or projection 
on the cap (A). 
. Should the check valve 
become stuck or leaky, the 
whole cage (B) can be turned 
like a plug cock, closing 
the opening to the boiler and 
thereby acting like a stop 
valve between the injectoi 
and the boiler. The cap 
(A) can then be removed combined check and stop vaive. 

and the valve (F) re-ground with a screw-driver, 
turning the cage back into its original position after 
the repairs are effected. 

With the boiler check shown in Fig. 4, the rotary 
movement of the seat while closing (by the effort of the 
inclined turbine wings under the seat) on passage of 
fluid, makes a clean and sure closing check. This 
may be used with or without an adjustable top, shown 




Fig. 3. 



180 



LOCOMOTIVE APPLIANCES. 



at the left of the stem, which allows the volume of 
passage to be varied, and thereby proves valuable for 
very careful adjustment in the working of injectors. 




Fig. 4. 
Mailer Turbine Boiler Check Valve. 



The rotary seat insures an even wear and long life, 
and the mode of passage of fluids insures a clean 
valve at all times. 



LOCOMOTIVE SLIDE VALVES. 



The valve is the device which admits steam to, and 
allows it to exhaust from the cylinder of every steam 
engine. The form of valve having a flat seat upon 
which it slides backward and forward is termed a 
slide valve. The slide valve was used as a means 
of distributing steam in a cylinder before the loco- 
motive was invented, and has ever since been an im- 
portant factor therein. * 




Fig. A. 

Graphic Definitions of Valve Dimensions. 
Plain Slide Valve. 

The plain slide valve was long the standard for 
locomotive practice, but in more recent years with the 
increased size of locomotives and their correspond- 
ingly larger ports, together with the advent of the 



*"The Science of Railways" contains many illustrations and 
much information relative to the distribution of steam by the slide 
valve and the eccentrics and link motion which give the movement 
thereto ; also information concerning valve dimensions, etc. 

(181) 



182 LOCOMOTIVE APPLIANCES. 

present era of high steam pressure, the friction be- 
tween valve and valve seat became excessive. These 
strains must be borne by all parts of the valve gear, 
which increased greatly the frictional resistances 
therein, and also taxed to the limit the power of the 
engineer in reversing the engine. Reversing cylin- 
ders were invented and applied to many locomotives, 
to the relief of the engineer, but not in any way reduc- 
ing the frictional resistance, which was a large por- 
tion of the engine's entiro power. 

Finally it was found that by relieving much of the 
steam pressure from the top of the valve — that is, 
partially balancing it — the friction could be greatly 
reduced. Of the many means devised to balance the 
slide valve but few have attained that point of use- 
fulness to merit special description herein, but those 
widely used throughout the country are here given. 

The engraving given of the plain slide valve 
(Fig. A) gives graphic definitions of the various 
valve dimensions as they are technically known. 

THE RICHARDSON BALANCED SLIDE VALVE. 

Referring to the illustrations, Figs. 1 and 2 are 
longitudinal and transverse sections through the 
centre of an ordinary locomotive steam-chest fitted 
with this valve. Fip;. 3 is a plan of the valve, and 
Fig. 4 is an elevation of one of the end packing strips 
and springs. The only alteration made in the plain 
valve is the addition of the balance plate (A), and the 
substitution of a valve suited to receive the four 
packing strips (p, p, p, p.) 

In these engravings the balance plate is shown 
bolted to the steam-chest cover, but it is obvious that 



LOCOMOTIVE APPLIANCES. 



18S 




Fig. 1 . 

Richardson Balanced Slide Valve. 
Longitudinal Section. 




Fig. 2. 

Richardson Balanced Slide Valve. 

Transverse Section. 




m- 



Richardson Balanced Slide Valve. 



Fig. 4. 

Elevation of End 
Packing Strips 
and Springs. 



184 LOCOMOTIVE APPLIANCES 

they may be cast in one piece if desired. As will be 
noticed, the four sections of packing enclose a 
rectangular space (ss, Fig. 3), which is made equal 
in area to the amount of valve surface which it is 
desirable to relieve of pressure; the packing strips 
preventing steam from entering this space and its 
communication with the exhaust port in the valve, 
through the small hole {h), relieving it from any 
pressure that might otherwise accumulate. These 
packing strips, four in number, as previously 
noticed, are: the two longer ones, plain, rectangular 
pieces of cast iron, while the shorter ones, as shown 
in Fig. 4, are made with gib-shaped ends to retain 
them in place. 

Under each packing strip is placed a light semi- 
elliptic spring — one of which is shown at m, Fig. 4 — 
which serves the purpose of holding the packing 
strips against the balance plate when steam is shut off. 
While in operation, the different sections are held in 
steam tight contact, by direct steam pressure, with 
the balance plate and with the inner surfaces of the 
grooves cut to receive them, the joint being made 
complete by the abutting of the ends of the long sec- 
tions against the inner surfaces of the gibbed sections 
at the four corners. 

The Richardson form of balanced valve is used 
more extensively than any other balanced valve in the 
country. 

THE ALLEN-RICHARDSON BALANCED SLIDE 

VALVE. 

The purpose of the Allen valve is to prevent, in part, 
wire-drawing of steam when running at high speed 



LOCOMOTIVE APPLIANCES. 



185 



with the valve cutting off early in the stroke. The 
Allen ports furnish an additional passage for the 
admission of steam at such times; thus, when the 
steam port is open one-half inch in the ordinary 




Fig. 5. 

Allen-Richardson Balanced Slide Valve. 

Longitudinal Section. 




Fig. 6. 

Allen-Richardson Balanced Slide Valve. 

Transverse Section. 

manner, the port of the cored passage is also open to 
the same extent on the other side of the valve and 
consequently the effective area of the steam port is 
doubled and becomes equal to a single port open 
of one inch. 



186 LOCOMOTIVE APPLIANCES. 

The wire-drawing which takes' place when an 
engine is running at high speed with the valve cutting 
off early in the stroke is thus much diminished and 
the consequent economy of steam and coal is obvious. 
The lessened wire-drawing implies a higher average 
pressure on the piston when working at the same 
cut-off and, therefore, the usual average pressure can 
be obtained with a shorter cut-off, thus effecting an 
appreciable economy. Hence the unbalanced Allen 
valve effects a better and more economical distribu- 
tion of steam; but its use is attended with certain 
disadvantages. The bearing surface on the face of a 
slide-valve is never sufficiently large to enable it to 
wear well under the heavy pressure of steam, and this 
wearing surface is still further reduced in the Allen 
valve, owing to the internal steam-ports. The 
internal passage virtually divides the valve into two 
parts and the pressure of steam acting on the outer 
part springs and bends its working face' below that of 
the internal or exhaust part of the valve. The useful 
wearing face thus becomes reduced to a space about 
half as wide as the outside lap of the valve. It is, 
therefore, not surprising that the Allen valve when 
unbalanced wears very rapidly and the trouble and 
expense of constantly facing valves and seats and the 
loss of steam in blowing through leaky valves, coun- 
terbalances the advantages gained by the diminished 
amount of wire-drawing. These disadvantages are 
entirely overcome by properly balancing the valve, 
and then are gained, not only all the advantages of 
the Richardson balancing device, but also the 
increased steam economy from using the Allen ports. 

To be sure of getting the very best results from the 



LOCOMOTIVE APPLIANCES. 



187 



use of the balanced Allen valve, the ports and bridges 
should exceed the full travel of the valve by at least 
one-eighth of an inch. The radius of the link should 
always be as long as permissible, to avoid an exces- 
sive increase of lead when cutting off early in the 
stroke. 

THE AMERICAN BALANCED VALVE. 

Two forms of this valve are illustrated, together 
with a longitudinal sectional view of the valve in the 




Fig. l. 

The American Balance Valve. 

Single Disc Longitudinal Section. 

steam chest. Experience proves this balance to be 
a very successful form of balance valves. This is 
due to the simplicity of construction, positive action 
and very large area of balance. The beveled ring 
is self-adjusting— no springs being required— hence 
not liable to get out of order. 

This form of balance may be applied to almost 
every form of slide valve. 

The American balance valve is used by a great 
many railroads in this country, consequently details 
of its construction are here given, believing they will 



188 LOCOMOTIVE APPLIANCES. 

be interesting to a large number of railroad men. It 
has also attracted the attention of foreign builders 
and is now in use upon many locomotives in foreign 
countries. 

The claims of advantage for this valve are, first of 
all, an absolutely steam-tight joint, not only when 
newly fitted, but all the time. Second, greater area of 
balance. The formula for figuring the area of bal- 
ance differs from many others, and yet this valve will 
not raise from its seat under all ordinary conditions 
of service. It should be explained that this valve is 
balanced in what is presumably its heaviest position, 
and with the steam pressure acting on the circumfer- 
ence of this taper ring, it will t>e observed that for the 
valve to lift it is necessary to force the cone up into 
this taper ring; and since the ring is held by the steam 
chest pressure from opening, the valve cannot lift 
without first overcoming the friction of the beveled 
face, besides opening the ring against the steam chest 
pressure. The lighter positions of the valve, where a 
straight wall balance would allow the valve to go off 
its seat, need not be considered. It should not, how- 
ever, be assumed that this taper will crowd the valve 
down on its seat, which would appear to be a natural 
conclusion to draw, from its manner of preventing the 
valve from leaving its seat. If the degree of taper 
was made great enough — forty-five degrees or greater 
— the action of the steam chest pressure on the cir- 
cumference of the ring would, of course, wedge it in 
between the cone and the chest cover and exert an 
enormous pressure on the valve. In fact it would not 
work satisfactorily at all; the friction would be too 
great. This, however, is not the case. Experiments 



LOCOMOTIVE APPLIANCES. 189 

have been made with this taper from nine degrees to 
twenty-four degrees, and the proper degree of taper 
has been found with which the ring is certain to rise 
under all conditions, and yet not crowd itself against 
the upper bearing more than necessary. This is 
demonstrated by the fact that rings have been reported 
to have run 190,000 miles with only one thirty-second 
of an inch wear off their face. 

This form of balance is extremely simple, has no 
delicate parts, is little likely to be broken, has positive 
automatic adjustment, self-supporting feature of the 
ring, and entire absence of springs. Its cost of con- 
struction is low, and it can be maintained at small 
expense. It might be stated in explanation of this, 
that the only repair necessary is to put on a new ring 
when the old one has worn out from the top down- 
ward. As the new rings are one inch deep they can 
easily wear three-eighths of an inch and still adjust 
themselves; and to wear a ring three-eighths of an 
inch, assuming that it is made of proper metal, will, it 
is claimed, require from four to eight years in con- 
cinual service. When the old ring is taken off the 
cone and a new one from stock placed on the old cone, 
the balance is just the same as when all is new. This 
is explained by the fact that since the steam pressure 
on the circumference of the ring holds it firmly against 
the beveled face of the disc or cone while in operation 
under steam (its own tension holding it when not 
under steam), there is absolutely no lateral wear on 
the ring or disc; hence, a new ring fits an old disc at 
any future time. 

Since these rings are all lathe work (it does not 
require more than twenty minutes' hand work to fasten 



190 



LOCOMOTIVE APPLIANCES. 



on the L-shaped piece for covering the cut of the ring), 
it will, therefore, readily be seen that the expense in 
taking a stock ring and renewing the balance is small. 
It would appear that the disadvantages of other 
valves are removed in this valve by the taper feature of 
the ring. A variation of one-thirty-second of an inch 
in the diameter of a ring either way from the sizes 




Fig. 2. 
Single Disc American Balance Valve. 

required would not in any wise interfere with the serv- 
ice of the valve, since the ring is turned one-fourth of 
an inch smaller than its working diameter. 

The ring is expanded over the cone and thus 
receives a tension which makes it self-supporting 
when not under steam; the steam on its circumference 
supports it when in operation. The outside rim or 



LOCOMOTIVE APPLIANCES. 191 

flange, as shown, extending outside the taper ring, is 
to prevent pieces of the ring from falling in the path of 
the valve in the event of accident to the ring. 

Several forms of this balance are used, the simple 
disc (Figs. 1 and 2) and the double disc (Fig. 3) being 
more fully described. 

Single "Disc" American Balanced Valve. — The 
single disc balance should always be used where chest 
room will permit it, as one ring and disc is simpler 
than two, but it will be noticed that in this form the 
ring and cone extend beyond the sides of the valve. 

Rule. — For length of steam chest for single bal- 
ance, add the extreme travel of the valve to the outside 
diameter of disc, and to this sum add not less than 
one-half inch for clearance — one-fourth inch at each 
end of chest. If a little more clearance is desired, thu 
rims of disc may be cut one-eighth inch, i. e., just 
flattened on two sides in line of valve travel; but in no 
case are they to be cut beyond their inside diameter. 
If sufficient clearance cannot be obtained by cutting 
the rims one-eighth inch each side in line of valve 
travel, then double balance must be used. 

The ring must be protected by the disc, and when 
figuring outside diameter of ring one-fourth inch must 
be added for the joint plate and the ring must be fig- 
ured when expanded on the cone until its top face is 
flush with top of cone, or at its greatest possible 
diameter. 

Fig. 2 shows the single disc balance valve with 
cone and ring removed. 

Double "Disc" American Balanced Valve. — When 
the steam chest is too short to leave clearance for the 
outside diameter of the disc or cone of single balance 



192 



LOCOMOTIVE APPLIANCES. 



at extreme travel of valve, then double balance is used. 
If the yoke fit (or box) of valve is large enough, two 
cones are cast on the valve, as shown in Fig. 3, but if 
the yoke fit is not large enough to cast cones on, then 
two discs are used. If the distance across the two 
discs, when they are side by side on top of valve, is 
greater than width of steam chest, the rims on each 
disc may be cut one-eighth inch at center of valve, 




Fig. 3. 
Double Cone American Balance Valve. 

thereby drawing the discs one-fourth inch closer 
together; and if more clearance is necessary, the rims 
may also be cut one-eighth inch at ends of valve, 
giving one-fourth inch more or a total of one-half inch. 
But in no case shall the rims be cut more than one- 
eighth inch, or to their inside diameter. 

If discs thus cut will not clear the sides of chest, less 
balance must be used. 



LOCOMOTIVE APPLIANCES. 193 

Repair of These Valves— Discs Bearing on Valve.— 

In all cases where possible the height adjustment 
should be made by lowering the chest cover, or bearing 
plate, but when chest cover cannot be lowered the 
discs may be raised. When it is found necessary to 
raise the disc on the valve longer bolts should be used 
and the liners placed between the disc and the valve 
must be true, and large enough to give a solid bearing 
for disc on the valve. If found necessary to raise the 
disc to clear the top of valve yoke, the same rules must 
be observed. The bolts which fasten the disc to the 
valve should be steam-tight on threads and steam- 
tight under the heads, a copper washer being used 
under the heads, forming a bolt lock. The interior of 
each disc or cone is relieved to the exhaust cavity of 
the valve, as shown by the several holes in Fig. 3. 

In "cone" balance, holes are drilled through the top 
of valve, but in "disc" balance the relief holes pass 
through the bolts, one-fourth inch hole being drilled 
through each bolt, as shown in Fig. 1. 

The Single "Cone" Balanced Valve must be cast 
flangeless if a valve joke extending all around the 
valve (as in locomotives) is used, but need not be 
flangeless, when made for center rod to drive the valve 
(as in stationary engines). In case of the locomotive 
yoke, it is recommended that the yoke be carried on 
the steam chest at the ends of the valve. Where old 
chests have rubbing strips wide enough they can be 
planed on top and the yoke allowed to ride on them, 
and in new work this can be done cheaper than to put 
on a front carrying horn and is more efficient than to 
support the yoke on the valve stem packing and the 
valve itself. A valve need not be flangeless to thus 
id 



194 LOCOMOTIVE APPLIANCES. 

support the yoke; it can be carried with any valve, 
and it insures the free upward movement of the valve 
at all times, which is very essential in obtaining the 
best results. 

The outside rim on disc or cone is merely a saf& 
guard to the ring in case of accident — preventing 
broken portions of the ring from getting under the 
valve — it performs no other duty. The required 
inside diameter of this rim must allow the ring to 
be expanded on the cone until the top face of the 
ring is flush with top of cone and still clear the one- 
eighth inch joint plate on the outside of ring. In 
single balance the rims may be cut one-eighth inch 
front and back, giving one-fourth inch more 
clearance, when the disc runs too close to steam 
chest at full travel of valve. 

Proper Height Adjustment. — When the valve is in 
position and the chest cover has been screwed down 
there should be one-eighth inch between the face of 
the bearing plate (sometimes called balance plate) and 
the top of disc or cone. The rings are bored for this 
position and in this position have their proper tension. 
This allows the valve to lift off its seat one-eighth 
inch, which it will do as soon as steam is shut off 
while the engine is in motion or drifting, provided it is 
not held down by the valve yoke. The valve yoke 
must not interfere with this upward movement of the 
valve. 

Proper Tension on Ring. — Rings are all bored 
smaller than the diameter at which they are to work; 
therefore, when a ring is set on its proper cone it will 
stand higher than its working position. The face of 
bearing plate must not be closer than one-eighth inch 






LOCOMOTIVE APPLIANCES. 195 

to top of cone after chest cover has been screwed down. 
In placing the cover in this position the ring is 
expanded over the cone until its inside diameter at 
bottom is the proper balancing diameter. 

Owing to the natural elasticity of the ring and its 
expansion over the cone, a tension is placed on the 
ring, the action of which is (the same as the steam 
pressure) to close the ring on the cone, which neces- 
sarily causes the ring to move upwards. The ring is, 
therefore, self-supporting and self-adjusting. All 
rings are interchangeable on discs and cones of 
respective sizes, whether standard or special. 

American balances are known under the following 
heads: 

Single Disc Balance—one ring and one disc. 

Double Disc Balance — two rings and two discs. 

Single Cone Balance — one ring, with cone cast on 
the valve. 

Double Cone Balance— two rings, with cones cast 
on the valve. 

Necessary Cylinder Relief. — The valve should 
always be free to lift one-eighth inch off its seat, to 
allow the free passage of air from one end of the cylin- 
der to the other between valve and valve seat when the 
engine is running without steam. The tops of all 
American balance discs, or cones, show a polish, 
giving positive evidence of their contact with the 
bearing plate or cover, and that they, therefore, do 
float. The explanation is: At the first stroke of the 
piston, after the engine has been shut off, air is com- 
pressed in one end of the cylinder while the valve is 
traveling a distance equal to its outside lap; at an 
early stage of this compression the valve is thrown 



196 LOCOMOTIVE APPLIANCES. 

off its seat and the escaping air rushes under the 
valve into the opposite end of the cylinder to relieve 
the suction which is taking place in that end; this 
operation is repeated so rapidly that the valve is kept 
floating until a slow speed has been reached. 

The Formula of Balance Used on the American 
balance valve is as follows: 

(1) Area of balance for plain valves. — Area of one 
steam port, two bridges, and the exhaust port, plus 
eight per cent, if for single balance and plus fifteen 
per cent, if double balance. 

(2) For Allen valves use the same formula as above; 
then from the area derived subtract the area of one 
side of the Allen port. 



THE PISTON VALVE FOR LOCOMOTIVES. 

The advantages gained by large ports and dimin- 
ished frictiona! resistance supposed to be co-relative 
with the piston valve have been a subject 01 grave 
dissension among practical locomotive designers. 

The piston valve is an old device, yet of rare use on 
the locomotive until recent years. The large and 
successful introduction of the Vauclain* type of com- 




Fig 1. 
Piston Valve for Baldwin Four-Cylinder Compound Locomotives. 

pound locomotives, employing a double piston valve, 
as shown in Fig. 1, is undoubtedly accountable for 
the much experimenting now going on and tne many 
styles — too numerous to mention — of piston valves in 
use in a limited number of locomotives on almost every 
railroad system of any size in this country 

It was for some time erroneously supposed that a 
piston valve was a perfectly balanced valve; this, 
however, has been proven not to be so, as the unbal- 
enced portion is largely dependent upon the width of 

*For complete description of this piston valve, the reader is 
referred to s Compound Locomotives in Vol. XII, "The Science of 
Railways." 

(197) 



198 



LOCOMOTIVE APPLIANCES. 



the packing rings. Therefore it is not surprising to 
find that the principal difference between the various 
forms of locomotive piston valves lies in the varied 
designs of packing rings. 




Fig. 2. 
Locomotive Piston Valve. 



The American piston valve with wide packing 
rings wedged in such a manner as to prevent their 
great outward pressure against the walls of the valve 
chamber, is shown in Fig. 2, as it has been applied to 
several locomotives of modern and complete design. 



WATER GAUGES AND GAUGE COCKS. 



In order to determine the height of the water in the 
boiler, a glass water gauge is attached to the boiler 
(see plate "American Steam Locomotive," part No. 
251) by which the engineer can see at a glance 
the water level. 
The plain wat- 
er gauge is so 
familiar to the 
ordinary prac- 
tical man that 
it will be suffi- 
cient here to 
illustrate and 
describe a few 
of the improved 
forms which 
automatically 
shut off the flow 
of steam should 
the water glass 
break while in 
service. 

Fig. 1 shows 
a combined 
drip-cock and 
automatic water gauge. The automatic device or 
ball (D) is moved and agitated every time the handle 
is turned and gauge glass blown out through the 

(199) 




Fig. 1. 
Pemberthy Automatic Water Gauge. 



200 



LOCOMOTIVE APPLIANCES. 



valve (E) to waste pipe at G, and cannot, therefore, 
become stuck fast by lime or other sediment. It will 
readily be seen that it is impossible for the two little 

balls to go to their seats except 
when the glass breaks and 
they take the positions shown 
by dotted lines. 

To blow off, the lower handle 
is turned a half turn to the 
right, or toward the closed 
position for valve (F). 

E is a double-seated valve 
shown by Fig. 1 as off from 
both seats, its position when 
the gauge is being blown off, 
which is accomplished by sim- 
ply turning the lower handle, 
no pet cock being used. The 
steam follows the course shown 
by the arrows (B) to the out- 
let ( G ) , the steam pressure being 
down on the ball. In closing, 
the partition at the left of the 
ball (D) prevents the action of 
the boiler pressure from sud- 
denly moving the ball to its 
seat. If, however, the glass 
break, the rush of steam to the 
glass, via arrows (A), causes 
an eddy or vacuum which 
immediately throws the ball to its seat, shown by 
ball C (dotted lines). The ball (D) resting on valve 
(E) is rolled about and agitated every time the 




Fig. 2. 

Star Self-Closing Water Gauge 



LOCOMOTIVE APPLIANCES. 



201 



handle is turned to blow out the gauge, and cannot 
become stuck fast and fail to work at a critical 
moment. The upper half works on the same prin- 
ciple, but of slightly different construction. 

Fig. 2 shows a slightly different form of automatic 
water gauge. Should the glass accidentally be 
broken, the steam and water rushing out will force the 
balls up, and close the passages. 

After a new glass has been put in place, slowly 
screw in the wood wheels; the needle projections on 
the stems will force the 
ball away from the open- 
ings, and leave the pas- 
sages free and unobstruct- 
ed again. 

In the Crosby water 
gauge, shown in Fig. 3, 
both the upper and lower 
passages to the boiler 
are instantly and auto- 
matically closed by the 
ball valves on the sudden 
breaking of the glass, 
avoiding all danger to life and all inconvenience and 
waste of steam and water. 

When the water gauge is open to the boiler the ball 
rests within the cage away from the valve seat, where 
it will remain until it is propelled to it by the sudden 
breaking of the glass. 

When this happens, upon closing the water gauge 
the ball is pushed back into this cage by means of the 
pin in the end of the valve V (see cut). Care should 
be exercised upon again opening the water gauge 




Fig. 3. 

Crosby Safe Water Gauge. 



202 LOCOMOTIVE APPLIANCES. 

that the valve (V) is turned out as far as it will go, in 
order to withdraw the pin from the seat and not 
obstruct the ball valve from seating itself when called 
into use. 

The purpose of the cage is to hold the ball away 
from the shell of the cock to which corrosion or sedi- 
ment might otherwise cause it to adhere. 

Gauge Cocks. — In addition to the general use of 
glass water gauges, gauge cocks are used supple- 
mentarily for the same purpose. There are generally 

three, sometimes four. The 
top and bottom ones are 
placed on the boiler at about 
a level with the top and bot- 
tom of the glass gauge and 
are used to determine the 
water level when the glass 
gauge is out of use from 

JRegrinding Locomotive Gauge Cock, breakage Or OtherWlSC It, 

when the upper cock is 
opened it continues to discharge water, there is too 
much water in the boiler; if, on the contrary, when 
the lower cock is opened, only steam issues forth, it is 
an evidence of too little water. Fig. 4 shows a stand- 
ard pattern of locomotive gauge cock, so constructed 
that it can be separated for the purpose of re-packing 
or re-grinding the working parts without detaching it 
from the boiler while the necessary repairs are being 
made. It is substantially made and largely used on 
railroads. 




THE MASON AIR BRAKE PUMP REGULATOR 
OR GOVERNOR. 

This regulator is designed to automatically control 
the air pressure in the brake system for operating 
the brakes on railroad cars. It is placed in the 
steam supply pipe leading to the air pump, and 
regulates the amount of 
steam passing to pump, 
and allowing the pump to 
run just sufficiently to 
maintain the desired air 
pressure in the train ser- 
vice pipe. 

Description. — The prin- 
ciple on which the Mason 
Air Brake Regulator 
works is that of an 
auxiliary valve (8), con- 
trolled by the air pressure 
from the train service 
pipe, through the medium 
of a metal diaphragm 
(24), and admits steam 
from the initial side of 
regulators through a port 
to operate a piston (19), 
which in turn opens the main valve (21), and admits 
steam to the pump. By referring to the sectional 
view, it will be seen that the steam enters the regulator 

(203) 




Fig. 1. 
Mason Air Brake Pump Regulator. 



204 LOCOMOTIVE APPLIANCES. 

at the side marked "steam from boiler." a small portion 
of it passing up through the pasage (XX) to the 
auxiliary valve (8). This valve (G) is forced open by 
the compression of the large spiral spring (5) acting 
on the cricket through the diaphragm. This cricket 
(6) has three studs projecting down from the rim, 
which pass through three locsely fitting holes in the 
bonnet, the lower endc resting on a button (11) which 
sits on the diaphragm, so that in opening the valve 
(8) the diaphragm is also forced down. As soon as 
the valve (8) is opened, steam passes through and into 
port (Z), down under piston (19.) By raising this 
piston (19) the main valve (21) is opened against the 
initial pressure, since the area of valve (21) is only 
one-half of that of piston (19). Steam is thus admit- 
ted to the pump. A connection with the main air 
pipe is made as indicated; and, by a passage, air 
enters the chamber below the diaphragm, which 
carries the cricket (8), as before stated. When the 
pressure in the air pipe (16) and chamber (0) has 
risen to the required point, v/hich is determined by the 
tension of the spring (5), the diaphragm is forced 
upward by the air pressure in the chamber, carrying 
with it the cricket (6), and allowing valve (8) to close, 
shutting off the steam from piston (19). The main 
valve (21) is now forced to its seat by the initial 
pressure, shutting off steam from the pump and 
pushing the piston (19) down to the bottom of its 
stroke. The steam beneath this piston exhausts 
freely around it — the piston being fitted loosely for 
this purpose — and passes off into the pump. The 
leakage past the auxiliary valve (8) passes up under 
the cricket and out into the spring case, where it 



LOCOMOTIVE APPLIANCES. 205 

makes its escape down through the cricket holes to 
the upper side of the diaphragm and into the drip. 
It will be seen from this that, when the pressure in 
the brake pipe has reached a predetermined point, the 
pump will be automatically stopped; and, when the 
pressure in the brake pipe is reduced by applying 
the brakes, the pump will quickly produce a sur- 
plus pressure in the main reservoir to insure the 
speedy release of the brakes and recharge the aux- 
iliary reservoirs. The piston (19) is fitted with a 
dashpot, which prevents chattering or pounding 
when the air pressure is suddenly reduced. 

Directions for Attaching and Repairing the Regu- 
lator. — Place the regulator in the steam supply pipe to 
the pump and so that steam will flow through it in the 
direction indicated by the arrow cast on the body. 
With a small pipe make a connection from the train 
pipe to the air pressure connection (15 and 16) on 
regulator. The one-eighth inch tapped hole marked 
"Drip" must be left open, but it may drip from either 
side by reversing the plug. 

Before connecting the regulator to pump, the steam 
pipe should be thoroughly blown out, in order to 
expel all dirt. If the piping is new, steam should be 
allowed to flow through slowly for some little time, 
in order to burn off all glummy oil and grease, which 
would otherwise be carried into the regulator and 
thus clog the working parts. 

When ready to start, open both steam and air valve 
wide, then remove the cap (1) which screws over the 
screw (2), slack off the jam nut (3), and with the key 
gradually screw down the adjusting screw (2) until 
the desired air pressure is obtained. The regulator is 



206 LOCOMOTIVE APPLIANCES. 

then properly set. Screw the jam nut (3) down firm 
and replace the cap (1). 

If the regulator should fail to hold the desired pres- 
sure, it will probably be due to the fact that some dirt 
or chips from the pipe have lodged on the seat of the 
main valve (21), or possibly under the auxiliary valve 
(8). To open the regulator proceed as follows: Shut 
off both steam and air pressure from the regulator. 
Remove the cap (1), and with the key unscrew the 
adjusting screw (2), until all tension is removed from 
spring (5). Then take out the screws (9), and remove 
bonnet (7), diaphragm (14) and button (11). Take 
out the plug (12) and the spring (22). The threaded 
rod which accompanies each regulator can then be 
screwed into valve (21) which should work easily. 
Pull out this valve and examine both valve and seat, 
cleaning them thoroughly. Then insert the rod 
through the valve stem guide, screw it into the piston 
(10), and see if it works up and down easily. It will 
not be found possible to raise it suddenly, as the dash- 
pot piston (20) will restrain it. After pulling up, let 
go of the rod suddenly, and, if the piston drops easily, 
it is all right. In case it does not, unscrew the dash- 
pot cap (20), from bottom of the regulator, pull out the 
piston (19), and clean it with kerosene or spirits. If it 
seems somewhat tight, rub it with fine emery cloth, 
being very careful to thoroughly wipe it off before 
replacing. Before screwing on the bonnet, examine 
the auxiliary valve (8). To do this, remove the slot- 
headed plug (25) in bottom of bonnet, also the small 
spring (10). The valve (8) can then be taken out and 
examined. This valve should work perfectly free. 
In taking out the plug (25), there may be a burr, 



LOCOMOTIVE APPLIANCES. ' 207 

caused by the screw driver, which should be dressed 
down before replacing, as this plug forms a guide to 
centralize the diaphragm button (11 which should 
fit over it freely. In replacing the bonnet <7) 3 be sure 
that the zero marks on the side and those on the body 
correspond; also see that the diaphragm (24) is 
replaced so that the port holes in it correspond with the 
holes in the body. Carefully clean the diaphragm as 
well as the place where it makes its seat. Do not use 
washers or gaskets of rubber, or any other compound, 
in making connections. They will burn, and the 
pieces will get into the regulator. Two copper gas- 
kets for making the steam connections are sent with 
each regulator. 



Note. — The reader will find the several forms of Westing- 
house Standard Air Pump Governors fully illustrated and described 
in "The Science of Railways." 



LOCOMOTIVE STEAM WHISTLES. 



The locomotive steam whistle, aside from its more 
ordinary uses, is distinctly a safety appliance and a 
danger signal as well. The tone should be such as 
not to be disagreeable to the ear of passengers and 
others, and yet clearly audible to all whom it would 





♦ Pig. 1. 

Bell Whistle. 



Fig. 2. 
Chime Whistle "Locomotive Style. 



warn or to whom it would convey signals. Fig. 1 
shows the ordinary bell whistle with steam valve and 
lever attached. As an improvement in tone, various 
types of chime whistles were made at different railroad 

(208) 



LOCOMOTIVE APPLIANCES. 



209 



shops. They were, many times, a bunch of pipes of 
( such different lengths as to cause a harmony of sound. 
The manufacturers have improved on this type, 
making a chime whistle out of a single bell, as shown 
in Figs. 2, 3, 4 and 5. This is done by dividing the 
bell into three or four sections whose depth varies, 
thus producing different but harmonious tones. Fig, 
2 shows what is termed the "locomotive style" because 
of its upright valve. The slide valve type is clearly 
shown by Fig. 3, which illustrates this style of Crosby 
whistle, used on a large number of locomotives and said 
to be the original single bell chime whistle marketed. 

This whistle is fully adapted to 
severe railway service. In the dis- 
tribution of material and the unit- 
ing of the several parts great care 
has been exercised in the designing 
and making of it, so that it shall 
resist successfully the jars and con- 
cussions which may arise in use 
on a locomotive. In all whistles 
whenever the valve is badly worn 
the cup is of little or no value. To 
meet this condition the valve has 
been made so that the seats are the 
same as are employed in the Crosby 
spring-seat valve, shown elsewhere 
in this volume, and are seen in the 
above mentioned cut marked (A) 
and (£). 

rrn t , , Crosby Chime Whistle, 

1 nese seats can be renewed at a snde vaive Type. 
small expense whenever they are injured or worn, 
thus preserving the entire whistle for a very much 

14 




Fig. 3. 



210 



LOCOMOTIVE APPLIANCES. 



longer time than formerly when in constant service. 
This applies only to the sizes five-inch and six-inch 
diameters of bell, which are the ordinary ones for 
locomotives. 

Fig. 4 represents the Crosby single bell chime 
whistle. It differs from the whistle last illustrated in 
having a compound automatic whistle valve incor- 





Fig. 4. 

Crosby Single Bell Chime 
Whistle. 



Fig. 5. 

Ashcroft's Four-Tone Chime 
Whistle. 



porated as a part of its construction, in the place 
of the ordinary whistle valve. It has been found by 
experience that whistles, when used under the high 
pressures which are to-day in almost general use, 
are sounded or operated with difficulty and great 
exertion. To meet this difficulty, that is, to sound 
whistles of any size, no matter what the pressure is, 



LOCOMOTIVE APPLIANCES. 211 

with little effort, this whistle was designed. The 
ease of operation can be readily seen by an examina- 
tion of the cut. The only valve which must be 
operated by force is the small one which is held closed 
by a spiral spring pressed to the foot of the lever. A 
slight pr 11 on this .ever pushes inward the valve and 
permits the steam to flow into a chamber and to open 
automatically the large valve and sound the whistle. 
By this device the largest whistles under the highest 
pressure of steam are operated with ease and 
rapidity. 

The Ashcroft four-tone chime whistle is shown in 
Fig. 5. These whistles are pitched to first, third and 
fifth of the common musical scale, which harmonizes 
the sound and gives an agreeable musical chord. 

The chime whistle has proved much more pene- 
trating than the single bell whistle, as shown in Fig. 
1, and can be heard at a greater distance, without the 
harsh, disagreeable noise. 

Many railroads have adopted a chime whistle for 
passenger runs, in order to distinguish passenger 
from freight trains, but new locomotives are being 
added so rapidly, and are of such size as to haul very 
long trains, and thus require a whistle of maximum 
penetrating qualities to be heard at the rear end of 
the train. 



STAY BOLTS. 

The corrugated fire box for locomotive use being 
only in the experimental stage, it may be said that 
practically every locomotive has several hundred 
stay-bolts which form the connecting and strength- 
ening link between the fire-box and the outer shell of 
the boiler. (For the description and construction of 
the locomotive boiler, the reader is referred to Vol. I, 
"The Science of Railways," where he will find many 
engravings relating thereto; also to Plate I, "The 
American Steam Locomotive.") 

The great expense to railroad companies caused by 
the frequent breaking of stay-bolts, requiring renew- 
als of same and the consequent laying up of the 
engine out of service, have led motive power men to 
consider the means of remedying this evil. A number 
of different devices have been used in the effort to 
accomplish this end. Some of them have proven 
fairly satisfactory; others have failed and been 
abandoned. In soft water districts where the break- 
age of stay-bolts is not so frequent and is, therefore, 
not such a serious matter, some of these devices have 
apparently given good results; at least the mechan- 
ical construction of the device has received credit 
where it is more than likely the credit was due to soft 
water and careful handling of engine by the engine 
crew. But on roads not so favorably situated, where 
the water is heavily impregnated with lime, sulphur 
and other ingredients which deposit a hard scale on 

(212) 



LOCOMOTIVE APPLIANCES. 213 

the fire-box sheet, stay-bolts and flues, the conditions 
are very much more severe; the frequent leaking of the 
flues making it very difficult for the engine crews to 
handle their fire and water supply with the regularity 
desired and the incessant rising and falling of the 
temperature in the fire box causes a corresponding 
expansion and contraction of the fire-box sheets. 

The sheets being covered with scale of greater or 
less thickness become overheated, and this causes 
excessive expansion of the sheets. This constant 
movement of the fire box while the shell of the boiler 
is comparatively rigid, the two being firmly riveted 
together at the foundation ring, all movements of the 
fire box must be accommodated by the stay-bolts and 
the importance of flexibility in the stay-bolts has been 
recognized as an absolute necessity. A great many 
roads have tried the expedient of reducing the 
diameter of the stay-bolts in the water space; others 
have milled out the stay-bolt longitudinally in the 
water space, and while these and similar attempts 
have accomplished some good, the urgent necessity 
for something more flexible and durable has been 
felt to be a necessity by the motive-power depart- 
ment of our railroads, especially in those sections 
using bad water. It has been observed that about 
ninety-nine per cent, of all stay-bolts which break 
give way just inside of the outer sheets; this being 
fully recognized by locomotive builders and locomo- 
tive superintendents, it has become an almost uni- 
versal practice to drill a small hole in the outer end 
of each stay-bolt for the purpose of detecting broken 
stay-bolts. While this has worked satisfactorily in 
soft water districts, it has been the experience of 



214 LOCOMOTIVE APPLIANCES. 

motive-power men in bad water districts, that, after 
the stay-bolts have become partially broken, the 
fracture extending from the outer surface to this 
small hole drilled in the stay-bolt, the lime and other 
scaling matter contained in the water, works its way 
into the hole, so completely stopping it up as to pre- 
vent any escape of steam or water. In such cases the 
method of detecting broken stay-bolts is by the 
insertion of a steel wire or other suitable pointed 
instrument into the detecter holes. 

Many theories have been advanced as an explana- 
tion for the breaking of stay-bolts, and as to the 
cause of their breaking invariably next to the out- 
side sheet. It is conceded that the expansion and 
contraction of the fire-box sheets is principally 
responsible for the fracture of the stay-bolts — due to 
the repeated change in position of the fire-box. 

This same action goes on in the fire-box of every 
locomotive, whether the water used is what is known 
as soft water or hard water, and it has been somewhat 
of a puzzle to account for the much larger number of 
broken stay-bolts in those engines using hard water. 

The following explanation has been suggested as 
the true cause of this trouble, where hard water is 
used: In the first place, scale forms more rapidly on 
the fire-box sheets; the sheets become much hotter, 
and the expansion is much greater than where no 
scale is formed. 

These strains brought upon the stay-bolts due to 
the expansion and the contraction of the sheets, open 
the fibre of the metal in the stay-bolts near the outer 
shell of the boiler, and a thin film of scale is immedi- 
ately deposited, and when the stay-bolts are forced in 



LOCOMOTIVE APPLIANCES. 



215 



the opposite direction, this film of scale, occupying 
the space, offers resistance to the fibre of the metal 
resuming its normal position. In the meanwhile 
scale is deposited in the open fibre of the metal on 
opposite side of stay-bolt, and as this process con- 
tinues, the film of scale being deposited in this ever 
increasing opening has the effect of wedging the 
metal apart al- 
ternately on one 
side and then 
on the other, 
finally causing 
the stay-bolt to 
part at that 
point. The 
stay-bolt does 
not break next 
to the fire-box 
sheet. Due to 
the fact that 
this end of the 
bolt is kept at 
such a temper- 
ature that the 
metal ib more 
elastic and yields to the change of position without 
opening the fibre and exposing it to the entrance 
of this deposit of scale. 

To overcome this difficulty many other mechanical 
devices have been designed, one of which, known as 
the Johnstone flexible stay-bolt, derives its name from 
the designer, a mechanical superintendent of a large 
American railway. 




Fig. 1. 
Johnstone Flexible Stay Bolt. 



216 LOCOMOTIVE APPLIANCES. 

It will be seen by reference to the accompanying 
engraving (Fig. 1) that this device is composed of two 
parts; the plug is made of mild steel, while the stay- 
bolt proper is made of any of the standard brands of 
iron generally used for the purpose, or of steel, which 
is much cheaper and has a greater tensile strength. 
The plug is first made as a drop forging; the ball on 
end of stay-bolt is formed in an upsetting machine; 
the ball is then inserted into the cup or plug, and the 
metal of the plug folded down around the ball. 

The method of applying this stay-bolt is as follows: 
The plug is screwed into the outer sheet while the 
stay-bolt proper is screwed through the inner or fire- 
box sheet, the square end of the stay-bolt enabling the 
man on the inside of fire-box to screw in the stay-bolt, 
while the man on the outside screws in the plug. 
After the stay-bolt is screwed into place, it is cut off on 
the inside and hammered over in the usual way (as 
shown in the lower bolt of the engraving), while a 
holding-on bar is held against the back of the 
plug. 

The upper figure in the cut shows the bolt as 
screwed in and before being cut off; the lower figure 
shows the bolt cut off and hammered over ready for 
service. 

It is claimed that this is a perfectly flexible stay-bolt 
and no amount of movement of the fire-box can have 
any effect to break it. 

In renewing stay-bolts in old fire-boxes, where it 
becomes necessary to put in a larger stay-bolt — this is 
done by enlarging the end of the stay-bolt where it is 
screwed into the fire-box sheet. The ball on the end 
of the stay-bolt and the neck of the stay-bolt adjacent 



LOCOMOTIVE APPLIANECS. 217 

to the ball retain their standard dimensions, and are 
the same for all sizes of bolts. 

The practice adopted by one large railroad in 
renewing old stay-bolts of the ordinary form and 
replacing them with these flexible bolts, is as follows. 
The outer end of the stay-bolt is drilled through the 
outer sheet with a one and five-eighths inch twist drill. 
A piece of gas pipe is then inserted through the water 
space, so that the old stay-bolt to be removed is inside 
of the pipe; the stay-bolt is the a cut out or drilled out 
of the inside sheet, and is knocked out through the 
pipe. This prevents it from falling into the water leg 
of the boiler. The outer sheet is then tapped out, 
pieces of gas pipe or suitable mandrel passing through 
the tap or through the inner sheet of the fire box, 
guiding the tap. The fire box sheet is tapped out in 
the usual way. All of this work is done by the use of 
pneumatic tools, and is thus rapidly performed. 
These stay-bolts have been tested to ascertain what 
pull would be necessary to open up the plug, or pull 
the ball out of the plug. Tests have been made where 
the plug was screwed through the outer sheet, so that 
the center of the ball was inside the inner surface of 
the sheet, thus removing any re-inforcing effect which 
the sheet might have on the plug; and under these 
conditions it was found that it required from twenty 
thousand to twenty-five thousand pounds to pull the 
ball out of the plug, and where the plug is screwed into 
the sheet, as shown in the engraving, the sheet re-in- 
forcing the plug, the bolts broke in the thread under a 
pull of from twenty-eight thousand to thirty thousand 
pounds, without so much as loosening the ball in the 
plug. As these bolts in service have only to resist a 



218 LOCOMOTIVE APPLIANCES. 

strain of about three thousand pounds, it will be seen 
that they have a factor of safety under the worst con- 
ditions of six, and under normal conditions of nearly 
ten. 

As the usual brands of standard stay-bolt iron are 
simply valuable on account of their ductility or 
drawing-out property, this quality being unnecessary 
in the Johnstone flexible stay-bolt, the manufacturers 
thereof strongly recommend the use of steel in the bolt 
proper, not only on account of its less cost but also 
because of its greater tensile or pulling strength and 
greater durability. 

It is not urged that these bolts be used throughout 
the entire boiler. Different people have different 
ideas and varied experience as to where staybolts 
break most frequently, hence the flexible bolt should 
be applied as the experience and the judgment of the 
user dictate. 

Inspection of Stay-Bolts. — As a result of long 
experience, it has become the general practice of most 
railroad companies in this country to have a careful 
test and stay-bolt inspection made each month, of 
every locomotive in service. To this practice is 
undoubtedly due the great decrease in locomotive 
boiler explosions, for the stay-bolt has been the 
hidden source of these disastrous occurrences, more 
than any other. In conclusion, it should be said 
that even with drilled or hollow stay-bolts, no inspec- 
tion should be allowed to pass without its being 
absolutely known by the insertion of a wire or other 
pointed instrument into the hole for a distance greater 
than the thickness of the shell, that the hole itself is 
not stopped up. 



LOCOMOTIVE ECCENTRICS. 

The reason the eccentrics of a locomotive should be 
considered of great interest to the practical railroad 
man is perhaps not difficult to explain, if we take into 
consideration the frequent delays due therefrom, and 
the fact that there are, in number, four of them on 
every locomotive, that they are of great size and 
weight, and that their speed is the highest at times 
when inspection is impossible until some stopping 
point is reached. While they should be provided with 
a set-feed oil cup (besides the usual oil hole filled with 
hair or wool), still on the locomotive they are not 
readily accessible and can only be well inspected by 
getting under the engine in the roundhouse. 

The accompanying engraving of Linstrom's 
improved eccentric for locomotives will be of interest 
from the fact that it would seem to solve some of the 
difficulties attendant upon the usual construction of 
locomotive eccentrics.* The eccentric set screw is 
done away with, the U-shaped bolt D not only hold- 
ing the two segments A and B together, but also 
clamping them to the shaft. While there is* no 
objection to the use of keys with this eccentric, it is 
said to be unnecessary, as its construction prevents 
its slipping on the shaft It is claimed to allay the 
running hot of the eccentric, which often occurs on 
the ordinary form, on account of tightening the set 

* For illustrations and description of the ordinary locomotive 
eccentric, the reader is referred to "The Science of Railways," 
General Index. 

(319) 



220 



LOCOMOTIVE APPLIANCES. 



screws and thereby forcing the eccentrics away from 
the shaft and causing them to bind in the straps, 
producing excessive friction. 




Fig. 1. 
An Improved Locomotive Eccentric. 




The two bolts C C serve as dowel pins to hold the 
two halves of the eccentric rigidly together, even if 
nuts on U-bolt D should become loosened. 



ROD PACKING FOR LOCOMOTIVES. 

In early locomotive practice all the glands and 
stuffing boxes were packed with hemp, cotton or 
other fibrous packing, occasionally some ingenious 
engineer buying a little tea-lead when he became too 
tired of renewing the packing almost daily. And it is 
perhaps this latter practice that furnished the idea of 
metallic packing now so generally used on valve 
stems and piston rods. 

There still remains, however, a considerable num- 
ber of locomotives, especially on logging or other 





CLASS A. , CLASS C. 

Round or Square. Round or Square. 





CLASS K. CLASS L. 

Rubber Wound Cloth Packing. 

small railways not conveniently situated with refer- 
ence to machine shops, where some kind of packing 
other than metallic is used on these parts; but instead 
of hemp or cotton, some of the forms shown in the 
accompanying illustration, as A, C, K, and L, being 
those most used. The packing here shown is made 
from layers of asbestos cloth or canvas coated with 
rubber. This makes a very strong and elastic pack- 
ing, suitable for joints of all kinds. A mixture of 

(221) 



222 LOCOMOTIVE APPLIANCES. 

plumbago or graphite is often intermixed with the 
layers of cloth and rubber, and tends to reduce the 
friction to a considerable extent and insure greater 
life to the packing. 

The first metallic packing for locomotives simply 
furnished metal rings in place of the fibrous ones 
formerly used. It failed to provide all the essentials 
that have since been found necessary to success. 

Fibrous packing had at best more or less elasticity. 
It was possible to compress it between its gland and 
the bottom of the stuffing box enough to make it con- 
tract on the rod and make a joint. If the rod moved 
out of the center of the stuffing box when at work, it 
pushed the packing aside, and when it moved back its 
packing followed it or else there was a leak. Some 
means had to be provided to make the soft metal 
rings fit the rod and be free to move with it. They 
must fit tighter on the rod when the steam is on than 
when it is off. 

The first improvement was in adopting a cone cup 
on the gland end of the packing and fitting the soft 
metal rings into it. These rings were kept into the 
cone by a spring. This kept the rings in contact with 
the rod, and the steam itself increased the pressure 
when the piston was doing work. 

UNITED STATES METALLIC PACKING. 

By reference to Figs. 1 and 2 it will be seen that this 
packing consists of three babbitt rings, numbered 2. 

The parts referred to by number in these cuts are: 
2 — three babbitt rings, known as one ring; 3 — flange 
follower; 4— ball joint; 5 — swab holder; 6 — vibrating 
cup; 7— gland; 8— preventer. 



LOCOMOTIVE APPLIANCES. 



223 



It will be seen that all tne parts other than the bab- 
bitt rings are simply for the purpose of properly 
securing these in a steam-tight position against the 
piston rod, with the exception of the ball joint 4, which 
is to prevent the escape of steam from around the 




Fig. 1. 
United States Piston Rod Packing. 



packing. The babbitt rings 2 are made each in two 
halves in order to avoid the necessity of disconnecting 
the crosshead from the rod, and they are placed in a 
vibrating cup, 6, whose interior form is that of a double 
angle cone. The face of this cup 6 bears against the 



224 



LOCOMOTIVE APPLIANCES 



flat face of the ball joint ring 4, which makes a joint 
with the outer casing or gland 7; the coil spring with 
its follower 3 and preventer 8 holds the whole in place 
when there is no steam pressure to do so, and thus 
prevents the rod from drawing them back. The soft 







Fig. 2. 
United States Piston Rod Packing for Pistons with Enlarged Ends. 

babbitt rings 2 are the only parts that should touch the 
rod, so that if the rod is once trued up perfectly round 
and parallel it should wear very slightly and evenly. 

As most modern designers make piston rods with 
enlarged ends, Fig. 2 will show the provisions made 




LOCOMOTIVE APPLIANCES. 225 

therefor, namely: the flange follower 3 and the vibrat- 
ing cup 6 are composed of two rings, the inside one 
of which in each case is made in two halves. 

This packing should always be lubricated by an oil 
cup supplying oil to a 
swab cup. 

Fig. 3 shows the Gibbs 
vibrating cup, designed 
for engines having an en- 
larged end on rod. It is 
recommended as an im- 
provement over the regu- I 
lar vibrating cup for this 
purpose. This cup has 
an inner ring, in halves. , > 

■, . . . ' Gibbs' Vibrating Cup for Pistons with 

USing thlS CUp, it IS Enlarged Ends. 

desirable to increase the diameter of stuffing box one- 
half of an inch. 



UNITED STATES VALVE-STEM PACKING. 

It will be seen by reference to Fig. 4 that this pack- 
ing is very similar to the piston packing of the same 
manufacture. A bushing or support, 9, is placed 
in the stuffing box to carry the weight of the valve 
stem. This support wears the valve stem less than 
the neck of the cylinder head formerly did, yet it is 
certain to wear some flat place on the under side of the 
valve stem the length of the valve travel when the 
reverse lever is hooked up in the position most used. 
Then when the valve is full stroked this flat place 
would travel farther into the packing rings, and cause 

15 



226 



LOCOMOTIVE APPLIANCES. 



a bad leak. This has been overcome in the design of 
this packing, by the use of the long, extended gland 
7 and preventer 8, which render the distance between 
the support 9 and the babbitt rings 2 slightly greater 
than the full valve travel. 




Fig. 4. 

United States Valve Stem Packing. 

Parts referred to by numbers, in Fig. 4, are as 
follows: 2 — three babbitt rings in halves, known as 
one ring; 3— follower; 4- -ball joint; 5— swab cup; 
6— vibrating cup; 7— gland; 8— preventer; 9— sup- 
port. 



LOCOMOTIVE APPLIANCES. 



227 



JEROME METALLIC PACKING. 

Fig. 1 represents the Jerome piston rod packing, 
embracing all the new improvements used therewith. 
The parts designated by letter are: A— piston rod; 
B — the cone; C — the gland; D — the stuffing box; 
E — the packing rings; F — the follower; G — the coil 
spring; H — the bushing ring; J — stud bolts; K — 
sliding ground joint; L — cap screws, to hold the swab 




Fig. 1. 
Jerome Piston Rod Packing. 

holder; N — swab holder; M--the swab. The swab 
holder N is one of the best devices for oiling the piston 
rod and valve stem of an engine yet invented, and is 
now applied to all of the Jerome packing. 

Fig. 2 shows in detail the Jerome standard piston 
packing for rods with enlarged ends. B represents 
the gland; C, the rear portion of the cone which is 



228 



LOCOMOTIVE APPLIANCES. 



ground to a joint in the gland B; D, the outer portion 
of the cone or packing case, which is made in halves, 




Fig. 2. 
Jerome Piston Rod Packing for Pistons with Enlarged Ends. 

of gun metal, and fitted with dowel pins to hold it 
rigidly in place when applied. The two halves of D 



LOCOMOTIVE APPLIANCES. 229 

are held together by C screwing over them. E shows 
the s^pace where the packing rings shown in Fig. 1 are 
to go; F is a coil spring; G is a follower, which is also 
made in halves and held in place by the ring H, 
which screws over it from the inside; J is a ring placed 
in the bottom of the stuffing box, where it cannot rub 
on the rod, and is used to make a seat for the spring F; 
X is a pipe, or tube, leading to the swab, and A is the 
oil cup, fed from the pipe X, which screws into it. 

When desired, cone C is made in two 
parts, the outer ring being in the form of 
a ball joint, but in most cases this is said 
to be unnecessary. 

After the piston rods have become 
worn and are turned down, it is only 
necessary to make a smaller cone, D, 
and reduce the size of the packing rings fig. 3. 
by cutting out a portion of each ring, so ^jironSpS- 
that it will close upon the smaller rod. ton Rod Packing. 

The babbitt packing rings used in this packing are 
each partly severed, as shown in Fig. 3, which repre- 
sents a set of rings with one ring above opened in open 
position, ready to close around the rod without the 
necessity of disconnecting the rod from the crosshead. 
As the packing wears it ordinarily only requires the 
addition of another of the larger rings. 

JEROME VALVE-STEM PACKING. 

Fig, 4 shows in a similar manner the application of 
Jerome metallic packing to a valve stem. It will be 
seen that the cone D, or vibrating cup, has a straight 
sliding joint at C to compensate for any lateral play 




230 



LOCOMOTIVE APPLIANCES. 



in the valve stem. This is found to be satisfactory, 
except where there is a great deal of rolling motion, 
due to the valve stem being very short, in which case a 




Fig. 4. 
Jerome Valve Stem Packing. 



ball joint is made at C by the addition of another ring, 

as before described for piston packing where desirable. 

When the valve stem wears or is turned down, it is 




Fig 5. 
Jerome Valve Stem Packing Rings. 



only required to make a smaller cone D, and add new 
packing rings. 
Fig. 5 shows the babbitt rings for one valve stem, 



LOCOMOTIVE APPLIANCES. 231 

turned up to proper size, ready for application. In 
case it is not convenient to disconnect the valve stem, 
the rings may be sawed in half, and applied in this 
manner. In applying new rings to either the piston 
rods or valve stems, be sure that all joints are properly 
broken. 



AIR PUMP METALLIC PACKING. 

As the air brake is now almost wholly relied upon to 
handle trains — both passenger and freight— a failure 
to obtain sufficient air pressure usually results in 
serious delays to trains, as well as rendering their 
operation less safe. 

Air pumps are one of the hardest things to pack 
well with fibrous packing, and yet one of the easiest to 
pack with metallic packing. Several large railroads 
use shot and graphite, which in time hardens into a 
state similar to babbitt packing; many other railroads 
use a metallic packing of their own design; hence it 
will suffice to here show the two forms of metallic air 
pump packing most frequently used when purchased 
from manufacturers. 



UNITED STATES AIR PUMP PACKING. 

This form of packing is shown in Fig, 1 as applied 
to the regular stuffing box standard to air pumps. It 
should be noted that the cone is made enough 
smaller than the stuffing box to allow some vibration. 
The cone also has a shoulder fitting over the stuffing 



232 



LOCOMOTIVE APPLIANCES. 



box, there Dy preventing the gland being screwed in 
far enough to close up the coil spring. 
The form of the babbitt rings is seen to be quite 







....^j 



Fig. 1. 
United States Air Pump Packing. 

similar to those furnished for piston rods and valve 
stems by the same manufacturers. 

JEROME AIR PUMP PACKING. 

This form of metallic air pump packing is shown in 
Fig. 2, which clearly illustrates its use. 



LOCOMOTIVE APPLIANCES. 



233 



No air pump should be used on a locomotive without 
some form of metallic packing, as it is much less 




Fig. 2. 
Jerome Air Pump Packing. 



tikely to burn out than fibrous packing, and will thus 
prevent many a delay or engine failure 



SWAB HOLDERS. 

It should be remembered that metallic packing is a 
babbitted bearing and needs oil and attention i# ust as 
much as it would if the shaft turned around 




Fig. A. 
Swab Holder and Swab for Lubricating Valve Stems and Piston Rods. 

The engraving shows a not uncommon form of 
swab holder and swab used on piston rods and valve 
stems. The air pump packing needs a swab no less, 
and is very easy of application by any engineer. Any 
engineer can bend a piece of copper or sheet iron, wind 
with candle wicking, and in short order have a very 
effective air pump swab. 



(384) 






LOCOMOTIVE LUBRICATION. 

Next in importance to the proper design of the vari- 
ous parts of a locomotive may be considered the care 
and lubrication of the many bearings, pins, etc., 
where movement between the parts takes place. 

It is needless here to enumerate these parts; suffice 
it to say that all locomotives use cylinder oil and 
some grade of machine oil (usually termed "engine" 
oil). A cheaper grade of machine oil, termed "car" 
oil, and some form of solid or pasty grease are also 
employed as lubricants on many classes of locomo- 
tives. 

To properly distribute these different grades of 
lubricants, we will consider first the locomotive lubri- 
cator, not only on account of its great relative impor- 
tance, but because of its embodiment of the greatest 
ingenuity, subsequently illustrating and describing 
many of the various styles of oil and grease cups used 
'upon the bearings and pins not surrounded by and 
subjected to the heat and pressure of steam.* 

THE LOCOMOTIVE LUBRICATOR 

Although many engines (notably marine engines 
using distilled feed water) have been run successfully 
without cvlinder lubrication other than that of the 



* In "The Duties and Responsibilities of Locomotive Engineers 
Vol. XII of The Science of Railways, ,: the reader will find many 
valuable points of information relative to the proper lubrication of 
locomotives. 

(285) 



236 LOCOMOTIVE APPLIANCES. 

steam that is condensed about the walls of the cham« 
ber, as higher boiler pressure became used in loco- 
motive practice, it was found advisable to employ oil 
in the lubrication of the cylinders. 

The boiler of a locomotive is probably forced more 
at times and more steam is taken from it in a given 
time than from that of any other boiler of the same 
size. This causes priming, and more or less of the 
water is carried with the steam into the cylinders. 
Hence, if the water has much of any incrustating 
matter in solution, much of it reaches the valves and 
valve seats, the pistons and cylinders, and results in 
cutting these surfaces to a considerable extent, even 
with the most approved methods of lubrication. 

The original method employed for oiling the valves 
and cylinders was by means of an oil cup located on 
top of the steam chest, through which cup oil could 
be supplied to the valves and cylinders below when- 
ever steam was shut off. 

This necessitated the engineer or fireman going to 
the front end of the engine and pouring oil in these 
two cups — one on either side. This was neither con- 
venient nor always safe. About the year 1864 the 
next improvement made was in the placing of these 
oil cups in the cab and connecting them by sloping 
pipes to either steam chest. Thus the oil could be sup- 
plied by the enginemen without their leaving the cab. 

After many designs of hand oilers had been used, 
the necessity for an even flow of oil to valves and 
cylinders of locomotives was met in the year 1872 by 
the introduction of the steam-chest oiler that could be 
filled, and an adjustment made whereby a constant 
and controllable flow of oil was had. 



LOCOMOTIVE APPLIANCES. 237 

In 1883 the first down drop-feed lubricator made its 
appearance, one being provided for each cylinder. 
These lubricators were located in the cab with pipes 
leading to each steam chest. 

In 1885 this was changed to the up drop-feed, one 
lubricator for each cylinder being used, however, 
until 1886, when the double sight-feed lubricator was 
put in use. From the time of the introduction of the 
air brake and consequent use of the air pump up to 
1888 a separate lubricator was used for air pump 
lubrication. In that year, however, another feed 
attachment was added to the cylinder lubricator for 
this latter purpose, making it a triple sight-feed lubri- 
cator, as at present used, several varieties of which it 
is the purpose of this chapter to illustrate and 
describe. 

With the high pressure of steam, now quite general 
in modern locomotives, there has been in some in- 
stances a disturbing element developed in valve oil- 
ing, which, with reason, excites the attention of 
enginemen and others interested therein. It has been 
demonstrated that, with a high steam pressure and 
a cut-off of one-quarter or less, there is a holding of 
oil within the oil pipes in case the locomotive is worked 
with wide open throttle. How much of this with- 
holding of oil is due to an improper supply of steam 
to the lubricator, and how much to improper arrange- 
ment of oil pipes, over which the lubricator manu- 
facturers have no direct control, is a matter of con- 
siderable speculation. 

Any change decreasing the size of pipes or of their 
location, preventing a free flow of oil along the pipes 
in a constant and downward course by an upward 



238 LOCOMOTIVE APPLIANCES. 

turn of current or by bad bends in the pipe, will surely 
pocket the oil and hold it back until the strength of 
the draft at the steam chest outlet increases suffi- 
ciently to overcome it. Decreasing the pipe opening 
at any one point between or at the steam inlet valve 
on the boiler and the oil outlet at the steam chest 
will doubtless pocket the oil. 

With the original sight-feed lubricators and a 
boiler pressure of 130 pounds or less there was no 
trouble experienced in connecting up with piping 
5-16 inch inside diameter. A change to higher 
pressures, with complaints of trouble in their proper 
lubrication, has induced the majority of makers to 
advise the use of pipe having an inside diameter of 
not less than y 2 inch, and to issue explicit instruc- 
tions as to the manner of applying the steam and 
oil pipes. It is a well known fact that, next to initial 
condensation of steam, friction causes the greatest 
loss of power that occurs in the steam engine. The 
idea of employing sight-feed lubricators is not faulty, 
as these instruments are the fruits of a vast amount of 
study and experiment, and they are very successful 
in performing their duty of delivering regularly a 
small amount of lubricant, which may be nicely con- 
trolled. The trouble is probably outside of the lubri- 
cator, and lies in the method of sending the oil to the 
steam chest; it lies in the pipe system employed, 
through which the oil is expected to pass in a down- 
ward sloping course from the lubricator to a point six 
or seven feet below it to the steam chest. The oil feeds 
well enough when the throttle is closed and it 
is aided by a vacuum in the steam chest, and the 
difficulty begins when the throttle is opened and 



LOCOMOTIVE APPLIANCES. 239 

steam, but little lower than boiler pressure, is ad- 
mitted at the steam chest end of the pipe. 

The results are more noticeable and more trouble- 
some with high pressures, which are used to assist 
in meeting the vastly increased duty expected of 
modern locomotives, but it is not believed to be true 
that the high boiler pressures cause the lack of regular 
feeding of oil to the steam chest. Accompanying 
the use of increased pressures, longer locomotive runs 
are now the rule, which makes it more important to 
lubricate properly. The complaint was also made by 
engineers that the valves used the oil, and the cylin- 
ders did not get enough. The reason that the oil does 
not go through the pipes regularly is interesting. It 
is reasonable to suppose that, at the opening of the 
throttle, steam under or very near boiler pressure is 
forced up into the long oil pipes, where it condenses, 
nearly rilling the pipes with water, and the lighter oil 
cannot get through the water under these conditions. 
Some of it may get through on account of the churn- 
ing it receives. 

Engines working slow and hard with long cut off 
will get their oil all right as the steam chest pressure 
will fluctuate with the opening of the ports by the 
valve, in which case the boiler pressure will force the 
oil down. It must be understood that boiler pressure 
must be maintained on the lubricator for good results, 
and hence the aforesaid recommendations regarding 
the piping of lubricators are strongly urged. 

Location of sight-feed lubricators. — The best location 
for the lubricator to secure good results will largely 
depend on style of boiler, and on location of other 
cab fittings. On engines with large foot plate, prob- 



240 LOCOMOTIVE APPLIANCES. 

ably the best location is over the middle end of boiler. 
In this position the feeds are in plain view of both 
engine men, and irregular working and stoppage 
will be noticed at once. Upon engines, where the 
boiler extends well into or through the cab and the 
engineer's seat is at the side of the boiler, the cup 
should be placed with the cylinder feed glasses in 
line (lengthwise) with the boiler, with air pump feed 
and oil glass facing the engineer. This arrange- 
ment brings the feed glasses under the supervision 
of the engineer at all times in daylight, and by 
placing the gauge light on the same standard that 
holds the lubricator, it will bring the feeds out 
distinctly at night. The bracket supporting the 
lubricator should be sufficiently heavy to prevent 
vibration of the cup, this action tending to loosening of 
pipes and joints. 

Steam supply and piping. — It has been the general 
practice to attach the steam connection for the 
lubricator to the turret, where a turret is used. In 
a number of instances, where the lubricator was 
not working satisfactorily, it was found that the 
dry pipe, supplying the combination stand, was not 
sufficiently large to supply all drains made upon it, 
and to maintain full boiler pressure in the lubricator. 
In cases of this kind it will be found beneficial to 
change the steam connection to the highest point of 
the boiler in the cab and, if necessary, to use a 
separate pipe for dry steam. Full %-inch openings 
in pipes and fittings should be had to secure best 
results. It is also very important to see that the oil 
delivery pipe should have a good steady fall from the 
lubricator to the steam chest. Oil will float upward 



LOCOMOTIVE APPLIANCES. 241 

through water, but not downward. Do not connect 
to turrets, as the pressure is not uniform when so 
connected. 

Cleaning. — In cleaning out the lubricator, it will be 
necessary to occasionally immerse it in a lye bath.- 

This is especially true when care is not taken to 
strain oil. Some grades of oil leave a residue behind 
that, under the high temperature, seems to bake into 
scale. A practice of blowing out by steam tends to 
prevent this accumulation, but will not always remove 
it after it has once been formed. This will also be 
apparent on the glasses, and can be avoided and 
removed by a small amount of glycerine swabbed 
through the glasses. 

Filling. — The greatest care should be exercised in 
the rilling of the oil tank to prevent foreign matter of 
any kind passing into the reservoir with the oil, as 
the passages for same in ali lubricators in use are very 
small (about 1-32 inch opening), and a small particle 
in the right place stops the feed and prevents "the cup 
from working, on whichever side it may occur, until 
removed. To obviate this difficulty, it is recom- 
mended that all filling cans be provided with a 
strainer, believing that in this case an ounce of pre- 
vention is worth a pound of cure. With some makes 
of lubricator, it will be found best not to fill the oil tank 
entirely full, as there is a likelihood of a small quan- 
tity being forced over into the boiler, this action being 
brought about by the expansion of the oil in the 
reservoir. 

When the principle of the lubricator is thoroughly 
understood by engine men, defects and peculiar 
actions will be easily detected and remedied. Partic- 
le 



242 LOCOMOTIVE APPLIANCES. 

ular attention should be paid to the matter of opening 
steam and water valves immediately after filling the 
oil tank, the opening of the water valve to avoid bulg- 
ing of the oil reservoir and bursting of glasses, due to 
expansion of oil when heated. The steam valve 
should always be opened' full to maintain as nearly 
as possible the boiler pressure in the lubricator all 
the time, whether steam is shut off from the cylinder 
or not. The steam valve should always be opened 
first, and closed last. By so doing, it will be found 
that nearly all of the trouble will disappear, as there 
will be no muddying up of water in sight-feed 
glasses, no siphoning of oil, and no irregular feed, 
for the equalization of pressures will protect the 
lubricator against those things- -provided, of course, 
the lubricator is in working order. 

If the sight-feeds get stopped up, shut the water 
valve at back of cup between condenser and oil tank, 
open the drain cock at bottom of cup, and the steam 
pressure will blow everything in the sight-feed glass 
up into the oil tank, carrying the obstruction out 
with it. In the same way the steam feed or. chokes 
can be cleaned. In this case, shut the steam feed 
from the boiler and open the throttle, so the steam 
chest pressure will come into the cup. This will 
blow the obstruction in the choke down into the 
sight-feed glass, and leave this passage clear. In 
case of a broken feed glass close the valves above 
and below the break; use hand oiler until such 
time as new glass can be put in. Proceed as fol- 
lows: Close water valve; then steam valve. Take off 
packing nuts on broken glass, unscrew box of the 
valve on top of the feed arm, where glass is broken, 






'LOCOMOTIVE APPLIANCES. 243 

drop glass in from top through packing nuts, using 
new gaskets. Do not tighten packing nuts too tight, 
replace valve box on top of upper feed arm and open 
steam valve, and when glass fills with condensation 
open water valve. ' 

Equalizing feature. — The successful working of the 
modern lubricator as applied to locomotives of to-day 
is almost entirely dependent on the equalizing feature. 
It will be found that in the majority of cases of irregu- 
lar action this feature has been destroyed, either by 
insufficient opening from boiler to lubricator, equaliz- 
ing pipes partially or wholly stopped up, or choke 
plugs worn larger, or becoming loose. The opening 
in choke plugs should bear a certain relation to the 
amount of steam delivered through the equalizing 
pipe, in order to hold up boiler pressure in upper. feed 
arm. As one writer has said: "On account of small 
opening in choke plug the steam is huddled up, and 
not allowed to pass out freely into the oil pipe, whereby 
a pressure equal to the full boiler pressure is main- 
tained on top of sight-feed glasses, irrespective of 
whatever pressure may or may not prevail on the 
opposite or cylinder side of the choke plug. " It will be 
apparent, from what has been said, that the feed will 
be regular, irrespective of pressure in oil pipes, as this 
equalization of pressures in the lubricator is brought 
about by reducing the opening at the point of oil 
delivery. This is especially true where full throttle 
and short cut-off is used. When throttle is opened 
wide in starting, the oil pipes fill up from the steam 
chest end first. If the engine is cut back, the steam 
chest pressure is very nearly the same as the lubri- 
cator pressure, and the current of oil and steam 



244 LOCOMOTIVE APPLIANCES. 

through the chokes is very slow, no doubt being 
delayed sometimes several minutes or until such 
time as the throttle is eased ofi. Reducing the 
steam chest pressure below the lubricator pressure, 
establishing a live steam current through the oil 
pipe from the lubricator to the steam chest, will 
always tide an engine over this difficulty. 

Siphoning. — Instances of siphoning from oil tanks, 
when feed valves were closed, steam and water valves 
open, and boiler allowed to cool off, are so rare that 
they may safely be said not to occur with the modern 
lubricator as constructed to-day. When cases of oil 
disappearance are met with, investigation will usually 
prove one or more mechanical defects present in the 
lubricator. The following are a few causes for loss 
of oil: 

1. Pipe leading from condenser to bottom of oil 
tank being split, or bad joint where screwed into 
water passage. 

2. Blow hole in casting, allowing oil to pass into 
steam channel or upper feed arms. 

3. Imperfect joint made with the plug in opening, 
through which the oil supply pipe is sometimes 
inserted, has been followed by a loss of oil. 

Mileage. — This is a feature that cannot be disposed 
of without many considerations of conditions and 
surroundings. It is an admitted fact that one man 
will use less oil on one engine than he could possibly 
get along with on another engine of the same class. 
It is largely, therefore, a matter of judgment of the en- 
gine man in charge how much oil is to be used or is 
required on that particular engine, without regard to 
the mileage made by some other engine under what 



LOCOMOTIVE APPLIANCES. 245 

would almost seem similar conditions. The lubri- 
cator should be set to afford good and sufficient lubri- 
cation to valves and cylinders, and feeds should not 
be closed unless stops exceed ten minutes. 

Instruction for the use of valve oil. — In one pint of 
valve oil there are, when fed through a lubricator in 
good repair, not less than 6,600 drops. A feed of 
five drops per minute will ordinarily be found suffi- 
cient for the largest engines and heaviest service; 
for smaller engines, or light service, a comparatively 
slower feed of oil will be found sufficient. A feed of 
one drop per minute is sufficient for an air pump. 

At a feed of five drops per minute for each cylinder, 
and one drop per minute for air pump, ten hours' 
steady service can be obtained from one pint of valve 
oil. 

Intelligent and economical results cannot be ob- 
tained unless engine men know the rate at which oil 
is being fed through the lubricators. If a small 
quantity of oil is put in a lubricator, time must be 
allowed for the condensation to fill the cup, and raise 
the oil to the top of the feed pipes before the feed valves 
are opened. 

Immediately after the oil is put in the lubricator 
the steam and condenser valves should be opened; 
the steam valve should always be opened first and 
opened full, and should be shut last. By bearing 
this in mind, as before stated, most trouble with 
lubricators will disappear, water in feed glasses will 
remain clear, and there will be no loss of oil by siphon- 
ing. 

The feed valves should be opened and set a few 
minutes before starting on the trip, and if the lubri- 



246 LOCOMOTIVE APPLIANCES. 

cator is in good repair there will be little or no varia- 
tion in the feed between using steam and when the 
throttle of the engine is shut. 

Irregularity in feed of lubricators is usually due to 
enlarged opening in choke plugs. The holes in 
choke plugs should not exceed 1-32 of an inch. 

Great care should be taken when filling the lubri- 
cator that no foreign substance be allowed to get into 
it. Owing to the smallness of the openings through 
which the oil passes, it does not take much to clog 
them. 

If engine or other oil is mixed with valve oil, its fire 
test is reduced, and its value as a lubricant for valves 
and cylinders is gone. 

Extravagant use of valve oil results in clogged-up 
exhaust, pipes, and a consequent increase in coal con- 
sumption. 

Working water or damp steam, or slipping an 
engine to get water out of cylinders, is considered 
bad practice, and has a bad influence on valve and 
cylinder lubrication. 

While engine is standing it may be ascertained 
whether openings in choke plugs are too large or not 
by closing cylinder cocks, placing lever in center, 
blocking driving wheels, and opening throttle valve 
of engine, then open feed valves of lubricator. After 
determining by the watch the rate of feed per minute, 
close throttle valve and open cylinder cocks; if feed of 
lubricator increases, it can usually be charged to 
enlarged choke plug openings; if either or both equal- 
izing steam pipes to lubricator are clogged, the result 
will be the same, but the latter condition is rarely 
kund. 



LOCOMOTIVE APPLIANCES. 



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CO EhPihCO 



248 LOCOMOTIVE APPLIANCES. 

Explanation of the Hydrostatic Principle of sight- 
feed lubricators. — It will be of advantage to those who 
would come to a complete understanding of the mod- 
ern sight-feed lubricator to carefully note how simple 
is its working, as described by a well-known lubri- 
cator manufacturer.* 

"A common double connecting hydrostatic sight- 
feed lubricator, if detached from all steam sources 
and set upon a table, its oil reservoir completely filled 
with oil and its condenser and sight-feed glasses filled 
with water, will feed perfectly when set to operate-- 
the hydrostatic principle being then most perfectly 
illustrated, because there is an absolute equal- 
ity of pressure (an atmospheric pressure of about 15 
pounds per square inch) at the steam intake and oil 
outlet ends of the lubricator, in which case we have 
a liquid body suspended between two equal and, there- 
fore, non-opposing forces, the oil being actuated or 
moved out of the oil-feed nipple by the heavier weight 
of water suspended over it. 

"When the oil drop has left the nipple the hydrostatic 
feature has performed its function, the oil being 
floated out of the sight-feed glass by the difference 
between the specific gravity of the oil and the water 
in the glass. If we increase the pressure at the con- 
denser end only, the lubricator will increase its feed, 
being actuated then not only by the weight of water, 
but also by this additional condenser pressure. On 
the other hand, if we increase the pressure at the oil 
delivery arm only, the feed of the lubricator will be 
retarded in a corresponding ratio, and, if the pressure 



* F. W. Marvin. 



LOCOMOTIVE APPLIANCES. 249 

is sufficiently increased, it will overcome the hydro- 
static pressure and cause the lubricator to stop feeding 
altogether. . 

"Hence it is obvious that a perfect equality of 
pressure at the top of the condenser and at the oil 
delivery pipes is absolutely necessary to a common 
hydrostatic, or the feed will not be uniform. 

"It is for this reason that when applied to a station- 
ary engine its condensing tube and oil delivery arms 
are both connected to a steam pipe on the boiler side 
of the engine throttle in order that closing the throttle 
shall not affect the steam pressure at either end of the 
lubricator. Thus 'such a lubricator requires no 
equalizing tubes or chokes, and feeds its oil perfectly 
and steadily, regardless of pressure or whether the 
throttle is open or closed. Change the connections 
of this same lubricator, leaving the condenser tube 
still connected on the boiler side of the engine throttle, 
but remove the oil delivery connection to the cylinder 
side of the throttle (that is, straddle the throttle), and 
note the results: As long as the throttle is wide open 
the lubricator continues to feed hydrostatically; but 
the moment we close the throttle we have removed all 
the pressure from the oil discharge arms and left the 
pressure on the condenser, and immediately the lubri- 
cator feeds with the weight of water plus the boiler 
pressure, thus racing and emptying itself rapidly. 
Hence it will be seen that straddling the throttle 
produces conditions analogous to those of a loco- 
motive, and consequently the necessity of loco- 
motive lubricator requirements, as follows: 

"(1) An equalizing tube is added, which is simply a 
by-pass around the throttle to replace to the oil dis- 



250 LOCOMOTIVE APPLIANCES. 






charge arm of the lubricator the pressure that was lost 
when the throttle was closed; and still we have not 
bettered conditions, because the oil discharge pipe is 
so large that it permits an outflow of steam as fast 
as the equalizing tube can supply it. Therefore it is 
necessary to also add a choke between the equalizing 
tube and the oil outlet in order to maintain boiler 
pressure within the lubricator feed arm at all times." 
While most locomotive lubricators have the choke 
plugs located within the lubricator, others place them 
at or near the steam chest in order to avoid a flow of 
steam up the oil supply pipes. 

DETROIT TRTPLE-FEED LOCOMOTIVE LUBRI- 
CATOR WITH AUTOMATIC STEAM 
CHEST VALVES. 

The 1900 pattern of the Detroit locomotive lubri- 
cator is fully illustrated and the various valves de- 
scribed in what follows: 

The automatic steam chest valves furnished with 
this lubricator are to be connected directly above the 
steam chests, and are sent out blank so they can be 
threaded to fit the plugs already in the steam chests. 
It is claimed they are so constructed that a continuous, 
uninterruDted feed of oil is maintained to the steam 
chests and cylinders under all conditions of throttle 
position, and there is no danger of their becoming 
inoperative through the lodging of dirt or sediment in 
restricted passages. 

The use of the old style auxiliary oilers is neces- 
sarily accompanied by a good deal of spilling and 
general waste of oil, and in order to avoid this, this 






LOCOMOTIVE APPLIANCES. 251 

lubricator is equipped with by-pass valves for auxil- 
iary oiling. The by-pass valve is shown in section 
on the right-hand side of plan view, Fig. 3. These 
by-pass valves are intended to be used only when, 
on accounl of a broken glass or other cause, the oil 
cannot be fed through the sight-feed glass. At all 
other times these by-pass valves should be kept 
closed tightly on their seats. The stems of the by- 
pass valves are graded to feed at exactly the same 
rate as the regular regulating feed valves EE, so 
that an eighth turn opening or a quarter turn open- 
ing of the by-pass valve will allow the same quantity 
of oil to be fed as an eighth turn opening or a 
quarter turn opening of the regulating feed valve E. 

Each sight-feed glass is provided with an auto- 
matic safety valve, a sectional view of which is shown 
in Fig. 2, and on a larger scale in Fig. 5. Each drop 
of oil has to pass through this safety valve, and in 
doing so it pushes the check, No. 17b, open. After 
the drop passes out this check seats again until the 
next drop appears. Should the glass be broken from 
any cause, the check No. 17b remains tightly closed 
and prevents the escape of any steam or oil to injure 
those in the cab. This safety valve also protects the 
glass from the steam passing through the equalizing 
pipes. Where the steam has free access to the sight- 
feed glasses, the upper parts of these glasses soon 
become worn thin and break, being cut away by the 
eddying motion of the steam as by a sand blast. 
Hence an advantage is claimed for this design. 

This lubricator has only two external equalizing 
tubes, one for each steam cylinder. The equalizing 
tube for the air pump feed is located inside the 



252 



LOCOMOTIVE APPLIANCES. 



condenser, and is shown in Fig. 1, part No. 11. The 
gauge glass is provided with an automatic check 
valve in both upper and lower gauge arms, so that in 
case it should be broken no oil or water can escape. 
One of the checks is shown in Fig. 3, part No. 27c. 




Fig. A. Fig. B. 

(Front View.) (Side View.) 

Detroit Triple Feed Locomotive Lubricator. 



F-Condenser. 

A — Oil Reservoir. 

O— Filler Plug. 

G— Drain Plug. 

D— Water Feed Valve. 

EE — Feed Regulating Valves to Right 

and Left Hand Cylinders. 
L — Feed Regulating Valve to Air 

Pump. 



ZZZ — Automatic Safety Valves. 

J J J — By-Pass Valves to Right and 

Left Hand Cylinders and to Air 

Pump. 
WW — Coupling to Right and Left 

Hand Cylinders. 
R — Coupling to Air Pump. 



Secure the 
of boiler by 



Directions for application. — 1st. 
Lubricator to boiler-head or to top 
strong bracket. 

2nd. Connect Lubricator at coupling C to boiler 



LOCOMOTIVE APPLIANCES. 253 

space, using copper pipe of 13-16 outside diameter or 
its equivalent, and a f inch valve at boilers. 

3rd. Connect with tallow pipes at couplings WW 7 
and with air pump at coupling R. 

4th. Automatic chest plugs furnished with the 
Lubricator can be threaded to .fit plugs already on 
steam chests. 

5th. The fitting to which our steam chest valve is 
attached should be bored to J inch hole. 

Directions for operating. — When the lubricator is 
first applied, blow out thoroughly, then close all the 
valves. 

To fill.— Remove filler plug 0, and fill the reservoir 
full with clean, strained oil. 

To start lubricator. — 1st. Open boiler valve grad- 
ually until wide open, and allow sufficient time for 
condenser and sight-feed glasses to fill with water. 
Keep wide open while lubricator is in operation. 

2nd. Open water-feed valve D. 

3rd. Regulate the flow of oil to right and left hand 
cylinders by valves EE, and to air pump by valve L. 

To refill. — Always close valves EE and L in ad- 
vance of valve D. Open drain plug G, then filler 
plug O. Refill and proceed to operate as before. 

It is important that valves ZZZ contain automatic 
safety valves, and should be kept closed when the 
lubricator is in operation. 

To clean glasses. — Open valve T, unseat safety 
valve Z, and when glasses are cleaned close valve T, 
and after the glasses have filled with water screw 
valve Z tight to its seal, and leave in that position. 

No hand oiler is attached to this lubricator, and 
none is required. The by-pass valves JJJ control 



254 



LOCOMOTIVE APPLIANCES. 



this feature, and are to be operated as follows: Always 
keep closed unless the sight feed glass becomes broken. 
Jn that event, close the feed regulating valve under the 
broken glass and use the by-pass valve as a hand 




Detroit Triple Feed Locomotive Lubricator. 
(Front Elevation.) 

oiler. Regulate the feed identically the same as with 
a regulating valve, remembering always that an 
opening corresponding with that of the feed-regulat- 
ing valve will give an equal quantity of oil through 



LOCOMOTIVE APPLIANCES. 



255 





WH 



256 



LOCOMOTIVE APPLIANCES. 



the by-pass, guarding against too great an opening 
of the by-pass valve and consequent waste of oil. 
In no event is it necessary to close the locomotive 
throttle or any valve of the lubricator, excepting the 
regulating valve under the broken sight-feed glass, 
to use the by-pass valve as an auxiliary oiler. 





LIST OF PARTS FOR DETROIT 


TRIPLE 


LOCOMOTIVE LUBRICATOR. 




Figs. 1 


, 2 and 3. 


No. 




No. 




1. 


Condenser. 




23d. Handle Nut. 


2. 


Condenser Plug. 




23e. Gland. 


3. 


Boiler Nipple. 




23f. Packing Nut. 


4. 


Boiler Nipple Tail Pipe. 


24. 


Support- Arm Nut. 


5. 


Boiler Nipple Tail Pipe Nut. 


25. 


Air-Brake Nozzle. 


6. 


Equalizing Tube Nipple. 


26. 


Water Valve, Complete. 


7.. 


Equalizing Tube Nipple Nut. 




26a. Center Piece. 


8. 


Equalizing Tube. 




26b. Stem. 


9. 


Condenser Tail Pipe. 




26c. Handle. 


10. 


Condenser Tail Pipe Nut. 




26d. Handle Nut. 


11. 


Air Brake Equalizing Tube. 




26e. Gland. 


12. 


Oil Reservoir. 




26f Packing Nut. 


13. 


Water Tube Complete. 




26g. Handle Washer. 


14r. 


Upper Feed Arm, Right. 


27. 


Upper Gauge Arm, Complete. 


141. 


Upper Feed Arm, Left. 




27a. Upper Gauge Arm. 


15. 


Tail Pipe. 




27b. Upper Gauge Arm Plug. 


16. 


Tail Pipe Nut. 




27c. Upper Gauge Arm Ball 


17. 


Automatic Safety Valve, com- 




Check. 




plete. 


28. 


Lower Gauge Arm, complete. 




17a. Stem. 




28a. Lower Gauge Arm. 




17b. Check. 




28b. Lower Gauge Arm Ball 




17c. Bush Ring. 




Check. 




17d. Packing Nut. 


29. 


Lower Feed Arm. 


18. 


By-Pass Valve, R. or L. Cylinder, 


30. 


Oil Tube. 




Complete. 


31. 


Vent Stem. 




18a. Stem. 


32. 


Regulating Valve, Complete. 




18b. Stem Handle. 




32a. Stem. 




18c. Stem Handle Nut. 




32b. Handle. 




18d. Stem Bush Ring. 


32c. 


Handle Plate. 




18e. Stem Packing Nut. 




32d. Handle Washer. 


19. 


Extension Sleeve. 




32e. Handle Washer Nut. 


20. 


Packing Nut. 




32f. Gland. 


21. 


Upper Air Brake Arm. 




32g. Bush Ring. 


22. 


Filler Plug, Complete. 




32h. Packing Nut. 




22a. Filler Plug. 


33. 


Drain Valve, Complete. 




22b. Filler Plug Handle. 




33a. Drain Valve Seat. 




22c. Filler Plug Handle Plate: 




33b. Drain Valve Body. 




22d. Filler Plug H'dle Washer. 




33c. Drain Valve Stem. 




22e. Filler Plug H'dle Washer 


34. 


Automatic Steam Chest Valve, 




Nut. 




Complete. 




22f Filler Plug Copper Seat. 




34a. Body. 


23. 


By-Pass Valve for Air Brake, 




34b. Seat. 




Complete. 




34c. Plug. 




23a. Centre Piece. 




34d. Ball Check. 




23b. Stem. 




34e. Tail Pipe. 




23c. Handle. 




34f. Tail Pipe Nut. 



LOCOMOTIVE APPLIANCES. 



257 



To insert the sight-feed glass. — Place the gland nuts 
and the extension sleeve V around the glass in the 
order shown. Then pass the lower end of the glass 
over the point of the nozzle, as indicated in the left- 




Fig. 5. 

Detroit Triple Feed Locomotive Lubricator. 

Sectional view of feed — showing automatic safety valves above the glasses. 

hand cut, and place the glass in position. Then 
screw the sleeve V in place, and tighten up the gland 
nuts. 

To remove the glass, first unscrew the gland nuts 
and push the upper one down until it touches the 

17 



258 



LOCOMOTIVE APPLIANCES. 



lower one. Then unscrew the sleeve V, pushing it 
down slightly on the glass also, and the whole will 
pass out easily. 




Fig. 6. 

Detroit Triple Feed Locomotive Lubricator. 

Showing manner of inserting and removing sight-feed glass. 



THE DETROIT TRIPLE-FEED LOCOMOTIVE LUBRI- 
CATOR WITH TIPPETT ATTACHMENT. 

The tippett attachment has been designed to insure 
the regular delivery of the oil to the wearing parts by 
overcoming the back pressure from the steam chests. 
It consists of a pipe leading to the dry-pipe within the 



LOCOMOTIVE APPLIANCES. 



259 



boiler and communicating with the two tallow pipes, 
as shown in Fig. As soon as the throttle is opened, 
an extra current of steam from the dry pipe is ad- 
mitted into the tallow pipes. This, it is claimed, 




Fig. A. 

Detroit Triple Feed Locomotive 

Lubricator with Tippett Attachment. 

(Front View.) 

C — Boiler Connection. 

F — Condenser. 

A — Oil Reservoir. 

0— Filler Plug. 

G— Drain Plug. 

D— Water Feed Valve. 

EE— Feed Regulating Valves to Right 

and Left Hand Cylinders. 
L — Feed Regulating Valve to Air 

Pump. 



Fig. B. 

Detroit Triple Feed Locomotive 

Lubricator with Tippett Attachment. 

(Side View.) 

ZZZ — Automatic Safety Valves. 
JJJ — By-Pass Valves to Right and 

Left Hand Cylinders and to Air 

Pump. 
WW— Coupling to Right and Left 

Hand Cylinders. 
R — Coupling to Air Pump. 
S — Dry-Pipe Connection. 
XX— Valves in Yoke of Tippett 

Attachment. 



overcomes the back pressure from the steam chests 
and creates a circulation of steam in the tallow pipes 
towards the cylinders. Hence, as soon as the drop of 
oil rises through the sight-feed glass, it is carried at 



260 



LOCOMOTIVE APPLIANCES. 



once to the wearing parts, as intended, and a steady 
delivery of the oil to the cylinders is assured under all 
conditions of throttle position. In connecting the 
tippett attachment, a copper pipe 13-16 inch outside 




Fig. 1. 

Detroit Triple Feed Locomotive Lubricator with Tippett Attachment. 
(Front Elevation.) 

diameter should be used, as shown in cut, and it is 
recommended that this pipe be brazed to the swivel 
N instead of being screwed into same. The pipe used 
for connecting the condenser to the boiler should be 
%-inch outside diameter copper pipe. 



LOCOMOTIVE APPLIANCES. 



261 



Directions for application. — 1st. Secure the 
Lubricator to boiler-head or to top of boiler by 
strong bracket. 




Fig. 2. 

Detroit Triple Feed Locomotive Lubricator with Tippett Attachment. 
(Side Elevation.) 

2nd. Connect Lubricator at coupling C to boiler 
space, using copper pipe of f outside diameter or its 
equivalent, and a \ inch valve at boiler. 

3rd. Connect coupling S with Dry Pipe as shown 



262 



LOCOMOTIVE APPLIANCES. 



in cut on opposite side using copper pipe 13-16 in. 
(outside) diameter. 

4th. Connect with tallow pipes at couplings WW 
and with air pump at coupling R. 

5th. Reduce the opening at steam chest plugs to 
3-16 in. 




Fig. 3. 



Detroit Triple Feed Locomotive Lubricator with Tippett Attachment. 

(Plan View.) 

The above cut shows cross section view as if Lubricator were cut open 
horizontally on the level of the upper sight feed arms. 

The steam chest oil pipe plug should be of the 
pattern shown in Fig. 5, having a hole 3-16 inch in 
diameter at the bottom. 

When lubricator is applied to simple engine, open 
full both valves XX, and leave in that position. 

When application is made to Cross Compound 



.LOCOMOTIVE APPLIANCES. 



263 



Engines, open full valve X on side to high-pressure 
steam chest, and close tight valve X on side to low- 
pressure steam chest, and leave in that position. 



LIST OF PARTS FOR DETROIT LOCOMOTIVE LUBRICATOR WITH TIPPETT ATTACHMENT. 



Figs. 1, 2 and 3. 



No. 

1. 

2. 

3. 

4. 

5. 

6. 

7. 

8. 

9. 
10. 
11. 
12. 
13. 
14r. 
141. 
'15. 
16. 
17. 



18. 



19. 
20. 
21. 
22. 



23. 



24. 
25. 
26. 



Condenser. 
Condenser Plug. 
Boiler Nipple. 
Boiler Nipple Tail Pipe. 
Boiler Nipple Tail Pipe Nut. 
Equalizing Tube Nipple. 
Equalizing Tube Nipple Nut. 
Equalizing Tube. 
Condenser Tail Pipe. 
Condenser Tail Pipe Nut. 
Air Brake Equalizing Tube. 
Oil Reservoir. 
Water Tube Complete. 
Upper Feed Arm, Right. 
Upper Feed Arm, Left. 
Tail Pipe. 
Tail Pipe Nut. 

Automatic Safety Valve, Com- 
plete. 

17a? Stem. 

17b. Check. 

17c. Bush Ring. 

17d. Packing Nut. 
By-Pass Valve, R. or L. Cylinder, 
Complete. 

18a. Stem. 

Stem Handle. 
Stem Handle Nut. 
Stem Bush Ring. 
Stem Packing Nut. 
Extension Sleeve. 
Packing Nut. 
Upper Air Brake Arm. 
Filler Plug, Complete. 

22a. Filler Plug. 

22b. Filler Plug Handle. 

22c. Filler Plug Handle Plate. 

22d. Filler Plug H'dle Washer. 

22e. Filler Plug H'dle Washer 
Nut. 

22f. Filler Plug Copper Seat. 
By-Pass Valve for Air Brake, 
Complete. 

23a. Centre Piece. 

23b. Stem. 

23c. Handle. 

23d. Handle Nut. 

23e. Gland. 

23f. Packing Nut. 
Support Arm Nut. 
Air-Brake Nozzle. 
Water Valve, Complete. 

26a. Center Piece. 

26b. Stem. 



No. 



27. 



28. 



29. 
30. 
31. 
32. 



18b. 
18c. 
18d. 
18e. 



33. 



35. 



36. 



37. 



26c. Handle. 

26d. Handle Nut. 

26e. Gland. 

26f Packing Nut. 

26g. Handle Washer. 
Upper Gauge Arm, Complete. 

27a. Upper Gauge Arm. 

27b. Upper Gauge Arm Plug. 

27c. Upper Gauge Arm Ball 
Check. 
Lower Gauge Arm, Complete. 

28a. Lower Gauge Arm. 

28b. Lower Gauge Arm Ball 
Check. 
Lower Feed Arm. 
Oil Tube. 
Vent Stem. 
Regulating Valve, Complete. 

32a. Stem. 

32b. Handle. 

32c. Handle Plate. 

32d. Handle Washer. 

32e. Handle Washer Nut. 

32f. Gland. 

32g. Bush Ring. 

32h. Packing Nut. 
Drain Valve, Complete. 

33a. Drain Valve Seat. 

33b. Drain Valve Body. 

33c. Drain Valve Stem. 
Tippett Yoke, Complete. 

35a. Tippett Yoke. 

35b. Tippett Yoke Check. 

35c. Tippett Yoke Plug. 

35d. Tippett Yoke Tail Pipe. 

35e. Tippett Yoke Tail Pipe 
Nut. 

35f. Tippett Yoke Con'g Nut. 

35g. Tippett Yoke Con'g Tail 
Pipe. 

35h. Tippett Arm, Right. 

35i. Tippett Arm, Left. 

35 j. Tippett Arm, Nozzle. 

35k._ Tippett Arm, R. and L. 
Connecting Nut. 
Dry-Pipe Fitting, Complete. 

36a. Dry-Pipe Fitting. 

36b. Dry-Pipe Fit'g Tail Pipe. 

36c. Dry-Pipe Fit'g Tail Pipe 
Nut. 
Expansion Joint. 

37a. Expansion Joint. 

37b. Expansion Joint Nut. 

37c. Expansion Joint Gland. 






264 



LOCOMOTIVE APPLIANCES. 



' 8 O.D.Cof>per"Rp« 




S * Aur.ili»rji Steam T°i 



1 '*//&' O 2 Copper T/fe 














N | 


ill 




rSfSfW 






^ 



Expansion Joint 



£)rj-Ttpe Titt/nj 



Fig. 4. 

Detroit Triple Feed Locomotive Lubricator with Tippett Attachment. 

Showing method of connecting Tippett Attachment to Locomotive. 







Steam Ch«st Oil pipe plug 



^f^ This hole must be %'at the bottom 



Fig. 5. 
Steam Chest Oil Pipe Plug. 






MICHIGAN SIGHT-FEED LUBRICATOR. 

The manufacturers of this lubricator claim to over- 
come the "hold-up" of oil in the tallow pipes, and to 
insure a delivery of oil direct to the steam chest with 
wide open throttle and any position of reverse lever. 



LOCOMOTIVE APPLIANCES. 



265 




Fig. 1. Michigan Sight Feed Lubricator. 



L — Lock Nut to secure Lubricator to 
Angle Iron. 

B — Union to connect Pipe for admis- 
sion of steam. 

J-J — Unions to connect Cylinder 
Feeds to Tallow Pipes. 

H — Union to connect Air Pump Feed. 

2V-— "Steam Valve for Boiler Pressure. 
(Not shown.) 

#— Filler Plug. 

W — Valve to admit water from Con- 
denser to Oil Reservoir. 

0-0-0 — Regulating Feed Valves. 

C-C — Auxiliary Oilers operative with 
Throttle open or closed. 



P-P — Auxiliary Oiler Filler Valves. 

R-R — Auxiliary Oiler Feed Valves. 

S-S-S— Lifting Stems to hold Auto- 
matic Check Valves off their 
Seats so Glasses will fill with 
Water of Condensation when 
empty. 

F-F-F — Valves to drain Sight-Feed 
Glasses without emptying Oil 
Reservoir. 

K-K-K — Removable Plugs for renew- 
ing or cleaning Sight-Feed 
Glasses. 

/ — Gauge Glass. 

G — Valve to drain Oil Reservoir. 



266 



LOCOMOTIVE APPLIANCES 



The principle by which it is claimed that this 
"hold-up" of oil in the tallow pipes is prevented is 
shown in Fig. 2, which illustrates the automatic 



AUTOMATIC STEAM CHEST PLUG 




^ CHOKC 



Fig. 2. 

Vertical longitudinal section of Michigan automatic steam chest plug, 

showing the large area and its ball valve, associated 

with a constant choke at the side thereof. 

steam chest plug. This device has a ball valve, the 
seat of which is about equal in area to the inside of the 




LOCOMOTIVE APPLIANCES. 267 

tallow pipes of the locomotive, and having at one side 
of this seat the choke opening. The cylinder feeds 
J J, Figs. 1 and 3, have no chokes within the lubri- 
cator. Hence a full current of steam is delivered from 
the boiler through the steam tube, condenser, equaliz- 
ing tubes and tallow pipes to these automatic plugs 
at each steam chest, thus giving a complete steam 
area from the boiler to the steam chest about equal to 
that of the tallow pipes. Consequently, when the 
locomotive throttle is wide open, the forward pressure 
from the lubricator practically equalling the back 
pressure from the steam chest, the ball in the steam 
chest plug drops by gravity from its seat to the posi- 
tion shown in Fig. 2. 

All pressures now being equal, oil will flow by 
gravity into the steam chest at the same intervals it 
is seen feeding in the sight-feed glass. 

The instant the boiler (or forward) pressure becomes 
greater than the steam chest pressure, as when the 
engine throttle is closed, the ball valve in the steam 
chest plug is forced to its seat, leaving only the small 
choke at the side of the ball seat open, and thus main- 
taining a balance of pressure in the intake and outlet 
pipes of the lubricator. These steam chest plugs 
should always be screwed perpendicularly into the 
top of the steam chest. 

Another special feature of this valve is the arrange- 
ment whereby oil may be supplied through the auxil- 
iary oilers (CC, Figs. 1 and 3) without closing the 
locomotive throttle, as clearly shown in Fig. 3. 

Another noticeable feature of this lubricator is 
the automatic check valves at the top of each sight- 
feed glass, as shown in Fig. 4. These valves are 



268 



LOCOMOTIVE APPLIANCES. 




LOCOMOTIVE APPLIANCES. 



269 



Y- 




270 LOCOMOTIVE APPLIANCES. 

suspended in the stems *S*S*S (see also, Fig. 1), which, 
when screwed down, leave the check valves free to 
close automatically should the sight-feed glasses 
break. When it is desirable to open the sight-feed 
drain valves FFF to renew the water of condensation 
in any one glass while the others are still operating, 
unscrew the lifting stem *S a few turns, thus holding 
the check valve off its seat and permitting steam to 
blow through. As soon as the glass is blown out, 
close the valve F, and fresh water will immediately 
fill the glass; then screw down on the lifting stem S, 
and the check is again automatic. 

To operate.— Open steam valve A^ full for boiler 
pressure, then open valve W, and regulate feed of oil 
by valves OOO, observing not to start feeding until 
the condenser and sight-feed glasses have had time 
to condense full of water. 

Shutting off lubricator. — In leaving engine after a 
trip, close the sight feeds first and the steam valve 
last, leaving water valve W open, in order that the 
expansion caused by heating freshly filled oil will 
ease off through the tallow pipes, thus preventing 
the expansion, strain or bulging of the lubricator. 

To operate the auxiliary oilers. — Close the auxiliary 
feed valve R perfectly tight, and open its oil feeder 
valve P a turn or two, fill the cup with oil, close tightly 
valve P, and finally open valve R, thus permitting the 
oil to pass directlv into tallow pipes, as shown in 
Fig. 3. 

Blowing out lubricator. — The method of renewing 
the water of condensation in the sight-feed glasses 
has already been given. 

Should the passage from the top of the sight-feed 



LOCOMOTIVE APPLIANCES. 271 

nipple to the top of the internal oil delivery arm (in 
reservoir) become clogged, this can be blown out with 
live steam by emptying the oil reservoir and leaving 
the feed valve and reservoir drain valve G open. 
(See Figs. 1 and 4.) 

THE SEIBERT SIGHT-FEED LUBRICATOR. 

This lubricator has three sight feeds for oiling 
independently each cylinder and air brake. After 
placing in position and connecting as directed steam 
enters at C, a portion passing through the small 
outside pipes leading from the top of the bulb or con- 
denser to each cylinder through on both sides, 
taking oil at the discharge from the lubricator at the 
top of the sight feeds, and for the air brake pump 
cylinder at the connection just below the auxiliary 
oiler G to the different cylinders to be lubricated. 
The other portion of steam condenses in bulb F, 
forming the water column; this water is conducted to 
the bottom of the lubricator under the oil, which is 
forced out through sight feeds E E E in drops regu- 
lated by valves K K K. Thus it can be readily 
understood that exactly the quantity of oil allowed 
to feed up through each sight-feed must go to each 
cylinder as desired. 

At the auxiliary oiler G on back of lubricator con- 
nections are made with the air brake pump cylinder, 
and the quantity of oil feeding is indicated by sight- 
feed E on the front of the lubricator. 

To attach the fabricator.-— Remove valves from 
plugs over the steam chests. Fasten the lubricator to 
the boiler head with bracket at the proper height, and 
have the outside pipes now in use attached to unions 



272 



LOCOMOTIVE APPLIANCES. 



O O, similar to that shown in cut. Make pipe con- 
nection to supply the lubricator with steam pressure 
from any convenient point on the boiler to the union 




Fig. 1. 
Seibert Triple Sight Feed Lubricator. 
M — Filling Plug. N — Lock Nut to fasten Lubricator to 

H — Steam Valve. Bracket. 

K -K-K— Regulating Valves. E-E-E— Sight-Feeds. 

J — Water Valve. B — Gauge Glass. 

F — Condenser. S-S-S — Plugs over Glasses. 

G-C-C- — . _r-:iliary Oilers. C — Union. 

W— Draw-of: Vclve. P-P-P— Valves to shut off at top of 

0-0 — Connection:; o Cylinders. Glass when broken. 

at C. A globe valve should be put in at boiler end of 
this pipe as shown at H. Place a small globe valve 
in the pipe marked "to air brake," near the steam pipe 






LOCOMOTIVE APPLIANCES. 273 

of the air pump, for the purpose of shutting off that 
portion when desired. 

To operate the lubricator. — Close valves W, K, K, 
K, J, small valve in the air brake pipe, and boiler 
valve H. When first starting the lubricator, to facil- 
itate matters, fill the sight-feed glass with clean water 
by removing plugs *S at the top of the several feeds 
and then replace the plugs; afterwards the glass will 
be kept full by condensation. Fill the lubricator at 
plug M completely full with good strained oil and 
screw the plug down; then open boiler valve H a very 
little, and wait a few moments until the pipe or con- 
denser F is full of water from condensation; then 
open water valve J, also open the small valve in air 
brake pipe. The valves P, P, P, should always be 
kept open, except when glass breaks; then valves 
P and K on that particular sight feed should be closed 
and use the auxiliary oiler G at that point same as 
common cab boiler. Regulate the drops of oil by 
opening feed valves K 1 K, K, more or less, as required 
for each cylinder. 

To refill the lubricator, shut valves H, J, K, K, K, 
also small valve in air brake pipe, and draw off the 
water at valve W; then close it and fill the lubricator as 
before. Upon starting it again, open water valve J 
first, the boiler valve H a little, also open small valve 
at air brake steam pipe, and regulate bv valves K 1 
K,K. 

If the lubricator becomes disabled, the auxiliary oil 
cups G, G, G } can be used the same as common cab 
oilers. 



18 



FORCE-FEED LUBRICATORS. 

For many years past individual unit, force-feed 
lubricating devices have come to supersede all others 
in power plants where modern and economical prac- 
tice prevails. 

At the present time of very fast trains, making 
long runs between stops, the question of facilities for 
thorough and positive lubrication of all journals, 
eccentrics arid links of the fast moving engine becomes 
very important. 

CORY'S FORCE-FEED LUBRICATOR. 

The introduction of the device herewith illustrated 
and described marks a distinct advancement in secur- 




FlG. 1. 

Cory's Force Feed Lubricator for Oiling all Journals, Eccentrics and Links 
While Engine is Running Full Speed. 

ing the highly desirable means of oiling all important 
bearings of the locomotive, while it is running at full 
speed, and this is fully accomplished direct from the 
cab, from* where it is possible to oil each bearing 
successively, or any particular bearing repeatedly, 
that may be giving temporary trouble by heating. 

(274) 



LOCOMOTIVE APPLIANCES. 



275 



The lubricator is placed, conveniently of access, 
in the cab (as shown in Fig. 1), and consists of an oil 
supply reservoir of one gallon capacity; at the lower 
part of this reservoir is seated a hollow conical valve 
A (Fig, 2); the cavity in this conical valve will hold 
about one-eightieth of a gallon. This space inside of 




Air or Steam Preseure 



Fig. 2. 
Cory's Force Feed Lubricator. 

conical valve is termed the oil discharge reservoir, 
and connects to oil supply reservoir by small valve 
B, seated in upper part of hollow valve. The side of 
the hollow valve is perforated by a hole, E, one-eighth 
inch diameter, that can be brought to coincide with 
any one of the 16 outlet holes at the base of oil supply 



276 LOCOMOTIVE APPLIANCES. 

reservoir, that each connects with a line of pipe to a 
given bearing. There are 16 notches on the upper rim 
of the lubricator, that when lever is brought to engage 
with any one of these notches the hole in the side of 
•conical valve then coincides with a given hole, in base, 
to outlet pipe. When the lever is thus placed for any 
bearing desired to supply with oil, the valve shown 
attached to base, and connected to either steam or 
air pressure, is opened, and pressure enters through 
small valve C, into the oil discharge reservoir, closing 
valves B and D, and forcing contents of oil discharge 
reservoir through hole E, and through line of pipe 
connecting with bearing that it is desired to oil. This 
requires but a moment, when pressure should be shut 
off, and lever placed midway between any two notches 
and in about ten seconds the discharge reservoir will 
again be filled and ready for discharging to any de- 
sired bearing when the lever is placed in the notch 
corressponding to the bearing to be oiled, and 
pressure again turned on. 

For all main journals three way tips are furnished 
for ends of pipe; thus the wedges and jaws are oiled 
as well as the journal. 

Thus the engineer has at his command a positive 
means of oiling all parts of his engine, however fast 
the engine may be running, and however long dis- 
tances he is obliged to run without stops, thus pre- 
venting any dangerous and destructive heating and 
cutting of bearings, delays of trains and possible 
accidents that might occur from rear end collisions, 
by being obliged to stop, cool off and pack hot journals. 

The use of this device is not intended to relieve the 
engineer from the responsibility of adjusting his 



LOCOMOTIVE APPLIANCES. 277 

present oil cups, and inspecting and oiling by hand, 
when first taking engine out from terminal station, 
the same as if engine was not equipped with the 
force feed lubricator. 

There is simply placed at the disposal of the en- 
gineer a gallon of oil that can be forced from the cab 
to any desired bearing, as occasion requires. 

While this lubricator was originally designed for 
emergencies and long distance runs, it is now being 
used for oiling at all times, all bearings having pipes 
leading thereto, and is showing saving in oil over 
hand oiling. It has also been found a great conven- 
ience in winter to be able to blow steam to the various 
parts of the running gear, and thereby melt accumu- 
lated snow and ice, and thus have cups and bearings 
in condition for oiling. 

The piping may be done with either one-eighth 
inch wrought iron or copper pipe. 

MCCANNA FORCE-FEED LUBRICATOR. 

This system of lubrication consists of a reservoir 
filled with the oil to be used as lubricant and many 
small oil pumps operated by a single ratchet wheel 
connected with the valve stem or some other portion 
of the engine having a reciprocal motion of from 
3 to 5 inches. The discharge pipe from each of these 
small pumps leads to the journal, guide, steam chest 
cylinder or other part to be lubricated. As each of these 
parts requires a different amount of lubrication, pro- 
vision is made whereby the length of stroke of each 
pump may be readily and quickly altered while the 
machine is in motion. 



278 LOCOMOTIVE APPLIANCES. 

There are a great many difficulties due to the 
weather and other causes to be overcome in applying 
such a device to the locomotive engine; but that it 
has many advantages must be readily conceded. 

When the feeds are once set the amount of oil sup- 
plied any given part varies automatically with the 
speed of the locomotive, and will cease altogether with 
the engine at rest. Thus the lubrication is directly 
in proportion to the requirements. 

The accompanying engraving shows a large 
express locomotive equipped with force-feed cylinder 
lubricators. The oil reservoir G is placed at a con- 
venient point in the cab, with pipe D leading to 
the oil pump B located in a protected position back of 
the steam chest to which it is attached. A clamp, A, 
is fastened to the valve stem and connected by a suit- 
able rod to the pump ratchet arm C. . Thus it takes 
several movements of the valve stem backward and 
forward to cause one stroke of the small pumps, which 
can be adjusted to deliver but a drop or less at a stroke. 
The pump here shown has two delivery pipes leading 
to either steam chest,, one of them being shown at F. 

To set the pump to feed more oil, move the set-nuts 
closer together on the pump plunger, thus making 
less lost motion. To set the pump to feed less oil, 
move the set-nuts farther apart, making more lost 
motion. Adjustments can be made for each five to 
fifty turns of the driving wheels to produce but one 
stroke of the pumps. Each stroke of the pumps can 
in turn be independently adjusted to deliver from 
ten drops to one-fiftieth of a drop of oil. This would 
indicate that a very wide range of requirement* can 
be met by the engineer. 



LOCOMOTIVE APPLIANCES. 



279 







>> 



2 8 
ft 



o 

d 

c 

e 

ea 

o 

o 



ENGINE TRUCK OIL CELLAR AND SIGHT- 
FEED OIL CUP. 

The "Acme" combined cellar and oil cup is designed 
especially for engine trucks to overcome the friction, 
journal wear, and that bane of the railroad man's 



CELLAR SHOWN 
HALF OPEN^ 
FILLED WITH^ 
OILED WASTE. 




Fig. 1. Acme Engine Truck Cellar and Oil Cup. 

existence, hot boxes md thereby to prevent unneces- 
sary stopping of fast trains and to permit of long dis- 
tance runs between stopping points. By giving a 

(280) 



LOCOMOTIVE APPLIANCES. 




Fig. 2. Acme Automatic Engine Truck Cellar with Acme Sight-Feed Cup. 



282 



LOCOMOTIVE APPLIANCES. 



regular feed of oil to the bearings it is claimed to 
effect considerable saving of oil. 

Fig. 1 gives a general view of these devices as 
applied to the leading wheel of an engine truck; Fig. 2 
shows the details of both the cellar and the oil cup. 





Fig. 3. 
Acme Oil Cup. 



Fig. 4. 

Acme Oil Cup. 
(Sectional View.) 



From the latter engraving it will be noted that no 
cellar-bolts are required, and hence none can be lost, as 
frequently occurs on the road with the ordinary form, 
but that the cellar is held up to the journal by four 
coil springs. By this arrangement the cellar may 
be pulled down and removed instantly without a 



LOCOMOTIVE APPLIANCES. 283 

wrench, and yet cannot be lost from the truck box 
when replaced. 

Fig. 3 shows the oil cup and supply pipe. When 
in place, the bottom end of the pipe is connected to 
the engine truck by a short piece of rubber hose. 

Fig. 4 is a sectional view, from which the internal 
arrangement of the cup is seen to be that of a "needle 
feed" oil cup adjustable from without. The cup is 
detachable by simply turning it half around and 
lifting it out when necessary to clean, but its shape 
prevents its being jarred out and lost while the loco- 
motive is running. 



OIL CUPS. 



There is no more important requisite for the proper 
running of a locomotive than adequate provision for 
the proper lubrication of those parts wherein it is 
necessary to overcome the deterrent effects of friction. 

One of the devices for accomplishing this is the 
oil cup, the aim of which is to continually supply 





Fig. 1. Fig. 2. 

Guide Cup. Guide Cup. 

the bearing with lubricant while in motion, to feed 
little or no oil when standing still, and to feed copi- 
ously when the bearing gets hot. * There are so many 



* The subject of lubrication and lubricants is referred to in " The 
Science of Railways, " and the reader is referred to the General Index 
of that work for further information in regard thereto. 

(284) 



LOCOMOTIVE APPLIANCES. 



285 



different kinds of oil cups in use, many of them pat- 
ented, that it would be impossible to describe them 
all. The following examples will, however, serve in 
a general way to indicate the various types and the 
uses to which they are put: 



e-t-- 





Fig3. 
Spindle Feed Rod Cup. 



Fig. 4. 

Locomotive Bearing Cup 

for Connecting Rods. 



Guide cups are used to lubricate the guides (see 
plate "American Steam Locomotive," parts num- 
bered 89), and Figs. 1 and 2 illustrate a common type 
used for this purpose. 

A is the cap or cover, B the body and C the adjust- 



286 



LOCOMOTIVE APPLIANCES. 



able feeder (Fig. 1). By turning the screw feed to the 
left the needle feed is opened to any extent desired, 
and by turning to the right it may be entirely closed, 
as, for instance, when the engine is not running. 

Spindle feed cups are used on revolving parts. 
An example is shown in Figs. 3 and 4. These cups 
can be filled through the hole in the top without dis- 




Fig. 5. 
Oil Cup for Front End Main Rod on Cross Head. 

turbing the regulating device, and will not feed except 
when the engine is in motion. 

The spindle D, Fig. 3, is thrown up and down 
again with each revolution of the pin, and a small 
amount of oil is churned down to the bearing. As 
the bottom end of the spindle D is on or near the 
bearing, any heat in the latter is quickly carried up 
the spindle, thereby causing a greater flow of oil 
downwards to the pin or bearing. 

Fig. 5 shows a needle-feed oil cup for the front end 



LOCOMOTIVE APPLIANCES. 



287 



of main rod on the cross-head. (See plate "American 
Steam Locomotive," part numbered 96.) By remov- 
ing the cap the needle may be raised to regulate the 
amount of feed. 





Fig. 6. Fig. 7. 

Valve Stem Oil Cup. Main Rod, Front End, Oil Cup. 

Fig. 6 shows an adjustable needle-feed cup some- 
times used on valve stems, although an open cup 
similar to Fig. 9 with a pipe from the bottom to a 
swab on the valve stem is perhaps more often used. 





Fig. 8. Fig. 9. 

Oil Cup for Rocker Box on Cross Head. Oil Cup for Link Hanger. 

Open cups. — Fig. 7 shows a style of open cup some- 
times used on the front ends of main rods, although 
needle-feed cups similar to Fig. 5 are in more gen- 
eral use for this purpose. When an open cup like 



288 



LOCOMOTIVE APPLIANCES. 



Fig. 7 is used it is filled with waste, hair or wicking 
to hold the oil and prevent its being thrown out of 
the cup. 

Figs. 8 and 9 show two styles of open cups which 
serve as reservoirs for oil for other locomotive bear- 
ings. These cups may be packed with waste or 
hair to longer retain the oil. 



GREASE CUPS. 



While grease has been very successfully used 
as a lubricant on shop and mill machinery, its use 



■ Sl-l 




Fig. 10. 
Grease Cup for Rods. 




Fig. 11. 
Glass Grease Cup for Rods. 



on locomotive bearings has never been extensive. 
However, those railroads that have adopted the 
use of grease on main and side rods of very heavy 



LOCOMOTIVE APPLIANCES. 289 

locomotives are very pronounced in its faver from an 
economical, as well as a beneficial, standpoint, and 
give the following as an excellent formula: One box 
of concentrated lye in one quart of warm water, and 
'let stand over night. Mix thoroughly by warming 
eight pounds of tallow and two pints of good valve 
oil; then add the lye and water, and stir until it be- 
comes thick. In winter it is best to use one pound 
less of tallow and three pints of valve oil. 



19 



HAND OILERS. 




Fig. 1. 

Crosby Hand 

Oiler. 



While there are a great many dif- 
ferent varieties of hand oilers in use 
on the various railroads, their construc- 
tion and operation are quite similar, 
and it will suffice to illustrate two of 
them. 

The objection to 
the plain oiler 
having no valves 
is that oil is wast- 
ed while the en- 
gineer is getting 
the snout of the 
can to the oil cup 
or bearing, and also 
after it is removed 
therefrom until the 
can is tipped right 
side up again. 

The closer the 
valve is located 
to the end of the 
"snout" of the can 
(as shown in Fig. 
2) the less will be FlG 2 

the lOSS Of Oil. McVicar Hand Oiler. 




(290) 



PROPER LUBRICATION OF JOURNALS. 

The increase in size of locomotives and tenders, as 
well as cars, necessitates the carrying of greater 
weight upon each journal To accommodate these 
great weights the engineering department has pro 
gressed from light iron rails of 35 pounds per yard 
to heavy steel rails of 100 pounds per yard. 

From a weight on each driving wheel of eight to ten 
thousand pounds formerly, we now find an increase 
barely escaping twenty-five thousand pounds. 

The locomotive tender has also kept pace with the 
engine itself, but with no addition in the number of 
wheels carrying this greater weight. Even though 
track tanks* are used on many trunk lines, still the 
miles of railroads thus equipped would bear a very 
small ratio to the total American railroad mileage. 
Hence it is necessary to carry a large supply of water 
in the tender to supply the immense locomotive boil- 
ers of present construction. Where 2,000 to 2,500 
gallons was formerly considered ample, we now find 
tenders of 5,000 to 7,000 gallons capacity on fast 
vexpress and heavy freight locomotives. The coal 
capacity has been increased proportionately and we 
no longer find a coal space provided for five or six 
tons, but for twelve to fifteen tons. Thus it is that 
we have come to the requirements of carrying a 
tender which, loaded, weighs considerably in excess 

* The reader is referred to " The Science of Railways" for 
description and illustrat ion of track tanks ( 

(291) 



292 LOCOMOTIVE APPLIANCES. 

of one hundred thousand pounds, all to be supported 
by two bogie trucks, or eight wheels and the same 
number of journals. 

The proper method of packing the driving boxes and 
their cellarc is very important, and a matter v/ith which 
every railroad man in the mechanical department 
should be familiar; yet when the exercise of great 
care is enjoined upon those whose duties it is to clean 
off the top of the driving boxes, keep the oil holes open 
and see that the cellars are well packed with clean, 
spongy waste, and similar instructions are given in 
the care of the engine truck cellar, it still remains that 
the proper care and packing of journal boxes on the 
tender and cars of the train is less understood than it 
should be from a scientific standpoint. 

Hence it is believed that the careful discussion of 
this subject will be not only interesting, but exceed- 
ingly instructive, to every practical railroad man. 

THE PROPER CARE OF PACKING IN JOURNAL 

BOXES. —ITS IMPORTANT RELATION 

TO SUCCESSFUL LUBRICATION.* 

"An attempt to curtail the proper care of journal 
boxes at once affects the service and its successful 
and thoroughly safe operation, the effects of which 
extend from the president down through the entire 
management until it reaches the men assigned the 
duty of the care of packing and oiling the journal 
boxes. It would, therefore, be a reasonable claim 
that this branch of the work on railroads is one of the 
most important, if not the most important, as a car 

* From a paper presented before the Central Railway Club. 






LOCOMOTIVE APPLIANCES. 



293 



or locomotive can be run that has not been thoroughly 
cleaned or repainted or varnished, but it cannot be 
run with a hot journal, which may be due in a great 
measure to the neglect in this branch of the work. 

"Too much importance cannot be attached to this 
branch of railway work, in having systematic meth- 




FlG. I. 

Galvanized Iron Box for Demonstrating Effect of Various Methods of 
Loosening Up Packing. 

ods and intelligent and reliable men to perform this 
service. To accomplish these ends it would appear 
as a wise and up-to-date policy to make a specialty of 
following up all the details of this work, as well as the 
care in the selection of intelligent men, as in all 
branches of the mechanical sphere the most successful 



294 LOCOMOTIVE APPLIANCES. 

are those that make a specialty of some one of the 
several branches. 

"In this connection, it would seem proper to refer to 
the volume of the work in the care of packing in jour- 
nal boxes. When we refer to recent statistics which 
show that the number of cars in the United States at 
the present time has reached 1,300,000, making 
10,400,000 journal boxes to maintain, a general idea 
of the magnitude of this work can possibly be realized, 
and in view of this the officers of the railways who can 
give more than passing attention to this branch of 
the service by fully providing the 1 best known facil- 
ities for the work, and rendering such assistance to 
the men responsible in this department, will, it is 
certain, find it greatly to the interests of the railway 
with which they are connected. 

"As a better means of interesting the men directly 
engaged in the care of packing and oiling cars and 
locomotives, especially at terminals, yards and 
engine houses, where opportunity is given to give 
special attention to the packing prior to oiling, I 
desire to call attention to a model journal box which 
is shown here (see Fig. 1), the special object of which 
is to educate the men up to the most efficient means 
of thoroughly maintaining the packing in boxes, 
which is of greater importance than the mere adding 
of oil to the box without regard to the condition of 
the packing. The principle of the box is such as to 
enable the men to make a practical demonstration 
of the exact effect of their method of stirring up the 
packing in a box, and if their methods are in any 
respect deficient, they may also observe the effects of 
a proper treatment of the packing, especially on the 



LOCOMOTIVE APPLIANCES. 



295 



sides and rear of box, which portions are quite com- 
monly neglected, and by thus practically demon- 
strating the bad and good effects with suitable pack- 
ing tools, the interest of the average man may be 
awakened and the effects of his work greatly im- 




Fig. 2. 
Showing Proper Height of Packing. 




Fig. 3. 
Showing Bad Condition of Packing at Back End. 

proved. Efforts in this or some direction of this kind 
are a necessity if we may hope to improve and secure 
more satisfactory service, as it is feared that on many 
roads the details of this work have not been given 
sufficient serious and personal attention. 



296 LOCOMOTIVE APPLIANCES. 

"Fig. 2 illustrates the height of packing in a box 
that has been found to produce the most satisfactory 
results. It will be seen that this illustrates the top 
line of packing to correspond about with the center 
line of the journal, thus leaving the packing entirely 
clear of the lower edges of the brass, which is also a 
desirable condition, and it also shows the packing in 
the front end of the box to be slightly below the open- 
ing in the box, the object being to prevent waste of 
oil out the front of the box; and, further, any addi- 
tional packing in excess of this in the front of the 
box will be practically of no value. 

"Fig. 3 illustrates the shape packing will assume in 
the rear of the box when not properly maintained at 
terminals where opportunity is given for this work. 
From this it will be seen that the packing is not in 
contact with journal at rear end of same; this is 
caused, in some cases, by not packing the back end of 
box firmly enough, and also, more especially, owing 
to improper treatment of the packing on the sides and 
rear portions of box at terminals prior to oiling, in 
combination, also, in some cases, with a lack of pack- 
ing tools well adapted for accomplishing effective 
results in the least possible time. This condition of 
packing is further shown in the model box, the object 
of which, as previously stated, is to demonstrate 
beyond question the effects of proper and improper 
treatment of the packing, and serve as a better means 
of interesting and educating the men engaged in this 
work. It will be observed that by the use of glass 
sides in the model box the entire journal is exposed to 
view, and also clearly shows the condition of the 
packing the entire length of the journal and at the 



LOCOMOTIVE APPLIANCES. 297 

back of the box. A more important feature, however, 
is that it clearly shows to the man to be instructed in 
this work the exact effect of his method of stirring up 
the packing prior to oiling. If the practice he has 
followed does not restore the packing on the sides and 
rear of box to proper relation with the journal, this 
will be clearly and positively demonstrated to him, as 
well, also, as the effect of such slight change that may 
be necessary in his methods to produce desirable 
results, and effect the most elastic condition of the 
packing, so that the oil in the box may be freely con- 
veyed to the journal. As this is a practical demon- 
stration, I think it will be conceded that it will serve as 
a superior means of interesting the men in their work, 
as compared to verbal or written instructions concern- 
ing the same. If this is the case, it is quite logical 
that the men will become more expert in the perform- 
ance of this work, and better results can be reasonably 
looked for. 

"The necessity for treating the packing in this or a 
similar manner, we think will be quite apparent to 
any one who will make the most casual observations 
of the solid, non-elastic condition the packing 
assumes through a failure to give it proper attention 
at the back end of the box, as previously described; 
and when in this condition it not only fails to convey 
oil to the journal, but actually becomes in time hard- 
ened and glazed, the effect of which is to wipe or 
scrape off any oil that may reach the journal from the 
forward part of the box. The lubrication, therefore, is 
so retarded as to, in a short time, result in the heating 
of the journal. At the same time that this condition 
exists in the back of the box, the appearance of the 






298 



LOCOMOTIVE APPLIANCES. 



packing near the front of the box may be very good, 
and a man that gave attention to the packing just 
prior to journal heating would be under the impression 
that the treatment he gave it was all that possibly 
could be done. It is, therefore, considered that the 
treatment of the packing as demonstrated by the 
model box, and also described, is of much greater 
importance than the mere adding of oil to the box. 

1 'Fig. 4 illustrates a journal box having an excessive 
quantity of packing, which is not only a wasteful 
practice, resulting in a loss of oil out of the ends of the 




Fig. 4. 
Showing Excessive Quantity of Packing. 

box, but is also detrimental to good results, as by this 
method of so completely filling up the box with pack- 
ing a condition is caused that frequently results in 
threads or small particles of packing becoming 
caught between brass and journal. This occurs by 
violent shocks produced in switching and application 
of brakes when the relation between brass and jour- 
nal is sufficiently disturbed to permit small particles 
waste being caught under the edge of brass anc 
journal. This is particularly true when the packing 
is pressed up close around the brass, as in Fig. 4. 



LOCOMOTIVE APPLIANCES. 299 

This is not an infrequent cause of very serious cases 
of hot driving boxes on engines. The effect is that 
the oil is wiped off the journal and the surface thus 
becomes dry, resulting in heating in a comparatively 
few minitues. It is therefore apparent that in stirring 
up packing, the top portion should be entirely below 
the edge of the brass. In stirring up packing as 
described it should be understood clearly that all that 
is required is a slight loosening up of the top surface of 
the packing on each side of the journal, keeping the 
back of the box well closed up by maintaining pack- 
ing at the proper height. The top layer of packing 
will thus be kept in a light, elastic condition next to 
the journal, which is most desirable in order that the 
oil may be freely conveyed to the journal from the 
more solid portions of packing underneath. A gen- 
eral disturbance of the packing should be avoided, as 
no good results can be secured by this method. 

"As suitable tools for this work are as 
essential as competent and skillful men, a packing 
tool (see Fig. 5) is here shown, made of steel, that has 
been found well adapted for the work of slightly stir- 
ring up packing in journal boxes at terminals where 
time is given for this work. This will apply to both 
passenger and freight cars and locomotive tenders. 
By reason of the custom of some men with other 
forms of packing tools they may not at first appreciate 
the value this form of tool will be to them, but it is 
thought that by some consideration and trial it will 
found very efficient. Its efficiency depends in a 

eat measure in following out the practice of stirring 
up packing as described. For illustration: It will not 
be desirable for the practice of placing it down under 



300 LOCOMOTIVE APPLIANCES. 

the entire bulk of the packing at the sides of the box, 
as some men follow. This practice is questionable 
for the reason that when this is done the entire bulk of 
packing on the side of the box is raised bodily from the 
bottom of the box, and it should be considered care- 
fully, if this is the case, how long it will likely remain 



: — — . I.. I. i» >. om 



ccio 



43 



| _t_p^ - ^ 

Fig. 5. 
Tool for Loosening Up Packing in Journal Boxes. 

-pi >fi !- »"> 



C2t 




^A' 



■^s 



Fig. 6. 
Tool for Packing Journal Boxes in Shops and Shop Yards. 

up in that condition after the train is in motion, when 
the journal box is subjected to innumerable blows 
from frogs and switches. It is quite logical reasoning 
that it will all settle back in a short time in a non- 
elastic condition. This tool can be known as the 
combination packing tool, as it combines the features 



LOCOMOTIVE APPLIANCES. 



301 



of the commonly known packing iron and hook. It 
is, therefore, only necessary for the men to carry the 
one tool in performing this work at terminals, the hook 
side of the tool being necessary to remove particles of 
dry packing when found, or, in many cases, surplus 
packing. 




Fig, % 

Showing Position of Packing Tool When Used to Loosen Up Packing 
in Each Side of Journal. 




FIG.& 

Showing Position of Packing Tool When Used to Remove Surplus Packing. 

"In Fig. 6 there is shown a set of packing tools 
intended for use in shops or shop yards, where the 
entire repacking of boxes is done, and we therefore 
consider this operation entirely distinct from that of 
stirring up packing by inspectors at terminals, and 
consequently a slightly different form of tool for the 



302 LOCOMOTIVE APPLIANCES. 

work will be found desirable, as is the case with the 
great variety of tools required by skilled mechanics in 
their various occupations. As the practice of some is 
to have a hook about eight inches from the handle end 
of the packing tool] to facilitate the opening and 
closing of box lids, it should, of course, be understood 
that when this feature is a desirable one, it should be 
added to the tool. The "V" shaped end of these tools 
affords a ready and effective means to lightly loosen 
up the top layer of packing, which is the end most 
desired, so that this portion of the packing may be in 
the most elastic condition possible. Figs. 7. and 8 
show the position of packing tool when used as 
described. 

"In this connection it is well to consider the quantity 
of waste and oil in a journal box when packed in the 
usual manner. Each box contains from 1% to 2% 
pounds of waste and from 4% to 10 pints of oil, depend- 
ing upon the size of box, varying from 3% x 7 inches 
up to the 5% x 10 inch box. It will thus be seen and 
appreciated, I believe, that to properly utilize the oil 
that is in the box, the packing next to the journal 
should be maintained in as elastic condition as possi- 
ble. It should be further understood that the oil as it 
passes between the surfaces of the brass and journal 
is not actually consumed, but is deposited to a degree 
again on the opposite side of journal from which it 
ascended for use again an indefinite number of 
times. 

"In numerous tests made by various responsible 
railways a very unusual high mileage has been made 
from the one re-packing of the box or boxes without 
the addition of any oil during the test. In some of 



LOCOMOTIVE APPLIANCES. 303 

these tests the mileage has been from six to twenty 
thousand miles. During the test the packing was 
examined daily and maintained in an elastic condi- 
tion, as previously described, no oil, however, having 
been added during the test. Reference to these tests 
and results is only for the purpose of illustrating the 
possible mileage in the oil contained in a journal box 
when subjected to a special test as referred to, and is 
not for the purpose of conveying the idea that such 
results are obtainable under the average conditions 
and treatment on the best regulated roads, but, 
instead, to indicate under reasonable conditions, 
which are readily obtainable through careful and 
systematic methods, results far superior to what are 
now being obtained under the average practices." 

It should be enjoined upon those whose duty it is to 
inspect and care for journal boxes that in stirring up 
the packing or in pushing the packing down in the 
front of the box, where there is always a tendency for 
it to work out, the top waste (which contains more or 
less sand and dirt) should be crowded first toward the 
front of the box, and then down under the cleaner oily 
waste, which latter will thus be brought up to the 
journal. 

One who has given much time and study to the 
subject strongly advises the following practice in the 
packing of a journal box on either a car or locomotive 
tender: The first packing put into the box should be 
twisted up into a roll and shoved clear to the back of 
the box and up against the axle, thus forming an 
effective dust guard, as well as a preventive to oil 
running out of the back of the box. Then small 
bunches of waste, that have been saturated in oil for at 



304 LOCOMOTIVE APPLIANCES. 

least twenty-four hours and subsequently drained of 
superfluous oil, should be packed under the journal 
until the box is filled the whole length of the journal. 
Complete the operation as begun by a twisted roll 
having no fibre connection with the other packing, 
placed in the front of the box for the purpose of pre- 
venting the good packing from working out from 
under the journal. 

It is desired, in conclusion, to emphasize the fact 
that the most important part of the work of lubrication 
is the skillful and proper maintenance of the packing 
in the box, so that the most elastic condition may 
be secured and maintained. 



JOURNAL BOX DUST GUARDS. 

In order to retain the oil in the journal box and at 
the same time exclude the dust, sand and dirt it has 
long been customary to employ some form of wooden 
or metal dust guard, the former being frequently faced 
with plush or felt. Many improvements upon this 
older form of solid board guard have been devised, one 
of the best known being here illustrated. 

HARRISON DUST GUARD. 

The Harrison dust guard is constructed from hard 
wood, well oiled, and made in two sections. Through 




Fig. 1. 
Harrison Dust Guard. 

each of these sections there is formed an orifice 
adapted to receive bolts. In the upper section of the 

20 (305) 



306 LOCOMOTIVE APPLIANCES. 

top part the orifices are enlarged in order to receive 
springs. Said springs are compressed with jammed 
hexagon nuts whereby the sections are held yield- 
ingly together, constantly encircling the car axle 
journal at all times, and in both of the sections 
there is three-sixteenths of an inch taken out of the 
center, thereby allowing three-eighths of an inch 
wear before sections are closed together. 

In each of the sections there is formed a groove 
three-eighths of an inch wide and three-sixteenths of 
an inch deep. Into this groove there is inserted 
packing strips. The packing strip in the upper sec- 
tion is sufficiently shortened to allow the packing 
strip in the lower section to telescope into groove in 
the upper section, thereby closing the joints between 
the two sections, not only making this guard dust 
proof, but, as the packing is cut out of heavy belting 
leather, insuring great service owing to the fact that 
under tests of upwards of fifty-five thousand miles 
no indication of wear was observable. 



THE LOCOMOTIVE BELL RINGER. 

On locomotives traversing thickly settled portions 
of the country, and those engaged in suburban and 
switching service, running long distances within the 
limits of cities, mechanical bell ringers are no longer a 
novel luxury — they are a judicious investment of cap- 
ital. Railways using them extensively or adopting 
them as a standard for all locomotives would as soon 
think of discarding the injector and going back to the 
old feed pump as they would of doing away with the 
bell ringer. 

The duties of a locomotive fireman, who used to ring 
the bell, have increased with the increased size and 
speed of locomotives and the rules governing the 
avoidance of black smoke, because of its being classed 
as a nuisance about cities, if for no more economical 
reasons. A man furnishing coal to a ten-foot firebox 
developing from five hundred to fifteen hundred horse- 
power, has little time to do much else when the loco- 
motive is in motion — the time when it is necessary to 
ring the bell. 

THE GOLLMAR BELL RINGER. 

This bell ringer is preferably so arranged as to 
automatically start the bell ringing whenever the 
locomotive whistle is sounded. This arrangement is 
clearly shown in Fig. 1. Thus connected, it is claimed 
to afford valuable evidence in case of grade-crossing 
accidents. A small chain connected to the whistle 

(307) 



308 



LOCOMOTIVE APPLIANCES. 




rigging automatically 
opens a small valve in 
the cab, which valve 
admits steam or air 
pressure to the bell 
ringer. This cab- 
operating valve is close 
to the engineer's hand, 
and may readily be 
opened without pulling 
the whistle cord. 

While steam pressure 
may be used to operate 
this and other bell 
ringers, air pressure is 
much preferable, espec- 
ially in cold climates. 

The construction and 
its action are as follows, 
as may be seen by ref- 
erence to Fig. 3: There 
are two openings near 
the bottom for pipes; the 
upper one is the inlet, 
the lower is the exhaust. 
Pressure is admitted 
through the upper 
opening, opposite an 
annular groove in valve 
18, through which four 
holes are drilled, admit- 
ting the pressure under 
the single acting piston 



LOCOMOTIVE APPLIANCES 309 

10 ; this causes piston 10 to rise, forcing the bell 
to swing. Piston 10 has a stroke of one and one- 
fourth inches when at its extreme travel; crank 2 
has a stroke of four inches. The connecting rod is in 
two sections, 6 and 7 , which allows the crank 2 to 
make a complete revolution without causing piston 10 
to move. When the ringer is started to work the 
piston 10 will be driven upward, causing the bell to 




Fig. 2. 
Full View of Bell Ringer. 

swing, and valve stem 17 will raise valve 18, closing 
inlet port, and use pressure expansively by traveling 
the length of the lap before the lower edge of valve 18 
will open the exhaust port. The bell, having received 
an impulse, will continue its motion after the piston 10 
has reached the upper end of its stroke, the crank box 
6 sliding on rod 7. The impetus which the bell 
receives being expended, it will fall; the set bolt 4 will 



310 



LOCOMOTIVE APPLIANCES. 



strike the end of rod 7, and piston 10 will be forced 
downward (being open to the exhaust below), coming 
in direct contact with valve 18 , thereby closing 
exhaust port and opening inlet port after cushioning 
on the pressure remaining under piston 10 subsequent 
to the closing of the exhaust on 
account of the exhaust port being 
placed slightly above the bottom of 
the cylinder. It will be seen that 
valve 18 is only operated at the 
terminations of the piston 10 stroke. 
Packing rings 15 on the piston and 
on the main valve are packing rings 
standard to the Westinghouse eight- 
inch air pump reversing valve. As 
the rings are kept in stock by all rail- 
roads using air-brakes, no extra sup- 
ply need be carried by them. 

The bell ringer can be easily ad- 
justed to use pressure in proportion 
to the power required. This is ac- 
complished by means of valve stem 
17, which is secured in its adjusted 
position by jamb nut 16. No change 
in length of connecting rod is re- 
quired in making this adjustment. 
These bell ringers have been used 
successfully when cutting off pressure after the 
piston has moved but three-eighths of an inch of 
its stroke. This arrangement makes it so economical 
in use of pressure that air is always used in preference 
to steam, and it has never caused any trouble with 
train brakes. 




Fig. 3. 
Gollmar Bell Ringer. 

(Sectional View. ) 



LOCOMOTIVE APPLIANCES. 



311 



This little machine has no outward moving parts 
except the rod. Its valve is attached to the piston. 

THE SANSOM BELL RINGER. 

The Sansom bell ringer is operated by the admis- 
sion of compressed air pressure under the piston, 
which forces piston upward and carries a connecting 
rod attached to a crank on the bell shaft, as shown in 
Fig. 1. When an arm, extending on the left of the 




Fig. 1. 
The Sansom Bell Ringer. 

piston, has traveled to the upper set of lock nuts on 
reversing rod, the admission port begins to close 
and the exhaust port to open, thus allowing the air 
to escape from the cylinder and the weight of bell to 
force piston to bottom of cylinder. 

When the arm on the left has traveled to the lower 
set of lock nuts, the exhaust port begins to close and 



312 



LOCOMOTIVE APPLIANCES. 




Fig. 2. 
The Sansom Bell Ringer, Showing Internal Mechanism. 



LOCOMOTIVE APPLIANCES. 



313 



the admission port to open, thus again forcing the 
piston upwards, as before described. Fig. 2 is a 
transparent view of the bell ringer, showing the 
working of the valve within. 

The variation in the stroke of the ringer is made by 
adjusting lock nuts on reversing rod. To increase 
the throw of bell, raise the upper set of lock nuts; to 
decrease throw, lower them. 

THE CHICAGO LOCOMOTIVE BELL RINGER. 

The Chicago Locomotive Bell Ringer, as shown in 
Fig. 1, is so nearly similar in operation that the 




Fig. 1. Chicago Locomotive Bell Ringer. 

engraving suffices for an explanation after the prin< 
ciples of the foregoing devices have been described. 



AUTOMATIC STEAM BLOWERS. 

THE HUFF AUTOMATIC STEAM BLOWER. 

This automatic steam blower is a simple and novel 
device inserted in the blower pipe immediately over 
the steam chest, and auxiliary to the regular blower 
valve in the cab. By its use the blower automatically 
goes to work whenever the throttle is closed, and 
automatically ceases blowing whenever the throttle is 
opened, the force of the blower blast being regulated 
by the blower valve in the cab. 



Stetut tlals* ' 




Fig. 1. 
Huff Automatic Steam Blower. 

It is well known that the proper and regular use of 
the present hand blower for the purpose of preventing 
the smoke and gases trailing back over the train and 
coming out into the cab when the engine is shut off 
requires much care and attention on the part of the 
fireman, and that it is seldom accomplished in 
practice. 

(314) 



LOCOMOTIVE APPLIANECS. 



315 



The location and connections of this device are 
shown by Fig. 1. It will be noticed that it can be 
easily and quickly installed. The arrangement and 
working of the internal parts are shown by Fig. 2, and 
the external appearance of the complete device, ready 
for installation, is shown by 
Fig. 3. 

To install this device, a piece 
of the blower pipe about four 
inches long is cut out at a 
point directly over the steam 
chest; the ends of the two re- 
maining parts are threaded, 
the device inserted, and a one- 
inch pipe connection made 
between the bottom of the cyl- 
inder A A (at the point N, 
Fig. 2) and the top of the 
steam chest. 

It is assumed that the blower 
valve in the cab is always kept 
open to some extent; under 
these circumstances, steam at 
full boiler pressure always fills 
the blower pipe from the cab 
down to the valve F. When 
the throttle is opened, the 
steam in the steam chest (see 
part numbered 44, plate "The 
American Steam Locomotive") exerts an upward pres- 
sure on the piston EE; the area of the piston EE being 
much greater than the area of the valve F, the excess of 
upward pressure on the piston E E over the down- 




Fig. 2. 

Huff Automatic Steam Blower. 

(Sectional View.) 



316 



LOCOMOTIVE APPLIANCES 



ward pressure on the valve F results in the seating of 
the valve F, so that as long as these conditions con- 
tinue the blower cannot blow. When the throttle is 
closed the boiler pressure acting downward on the 
small area of the valve F is nevertheless greater than 
the atmospheric pressure (in the steam chest) acting 
upward on the piston E E, and the valve F is, there- 
fore, forced down from its seat M (be- 
ing cushioned by the spring G), and 
the blower goes to work automat- 
ically. 

In the rare emergency of wishing 
to keep the blower at. work when the 
engine is using steam it is only nec- 
essary to open the screw valve J 
and plug the exhaust opening I, 
under which circumstances the piston 
E E will be in equilibrium with the 
same steam pressure above and below 
it, and the boiler pressure in the blow- 
er pipe will open the valve F, and the 
blower will go to work and remain at 
work (whether the throttle is open or 
Huff Automatic steam shut) as long as the blower valve in 

Blower. ■■- , . , y 

(External view.) the cab is leit open. 

This automatic steam blower thus provides a means 
by which the judicious and economical use of the old 
blower valve may be accomplished — the smoke and 
gases from a passenger engine may be largely pre- 
vented from trailing over the train when the engine is 
shut off — thus greatly increasing the comfort of 
passengers, and particularly those who use trains 
which are running in local and suburban service. 




LOCOMOTIVE APPLIANCES. 



317 



The crews of all 
engines, wheth- 
er passenger, 
freight or shift- 
ing, may be re- 
lieved of the an- 
noying and 
harmful effects of 
smoke and gases 
coming into the 
cab when engines 
are shut off; this 
is very annoying 
even when coal is 
used as a fuel, but 
almost intoler- 
able when coke is 
used; besides 
this, it seems to 
be necessary to 
make some pro- 
vision for keep- 
ing a coke fire 
bright when the 
engine is not 
working, and this 
device provides a 
positive and auto- 
matic means of 
accomplishing 
this. Finally, 
the automatic 
action of this 




318 LOCOMOTIVE APPLIANCES. 

device would relieve the fireman of much of the work 
of "hooking" or stirring up the fire. 

Fig. 4 shows the application of this and other loco- 
motive attachments by the same manufacturer. 

CHICAGO & NOTH-WESTERN R'Y BLOWER VALVE. 

The automatic blower valve used by the Chicago 
& Northwestern Railway on suburban locomotives 
to prevent black smoke is a valve operated by com- 
pressed air, which is admitted mechanically by the 
opening and closing of the locomotive throttle in 
the cab. 

Fig. 5 shows a view of the boiler head with the 
arrangement of the device employed for this purpose. 
The air controlling valve with connections to the 




1 To atmosphere. 

Fig. 5. 
C. & N-W. R'y Automatic Blower Valve. 

auxiliary reservoir of the driver brake and to the 
automatic blower valve is shown located just back of 
the throttle lever. When the throttle is closed all 
communication between the two is closed, but when 



LOCOMOTIVE APPLIANCES. 319 

the throttle is opened the air pressure automatically 
unseats the small controlling valve and passes to the 
blower valve where it acts upon a piston, closing off 
the steam from the blower pipe in the smoke box. In 
case it is not desired to have the blower work when the 
locomotive is standing, the usual blower valve is 
closed. It is by the amount of opening given this 
latter valve that the severity of the automatic blower 
is regulated. 



VARIABLE EXHAUST NOZZLES. 

The history of expanding exhaust nozzles is nearly 
as old as the locomotive itself. Ever since the loco- 
motive was first constructed there has been a feeling 
among practical men that there should be some 
means of controlling the exhaust opening to a certain 
degree in accordance with the amount of steam being 
used in the cylinders. Experience has shown that 
when a stationary nozzle is used the various condi- 
tions under which a locomotive is worked produce, at 
times, wasteful results in fuel economy, and under 
many conditions the contracted opening of the nozzle 
gives too great a back pressure in the cylinder, thus 
decreasing the speed and efficiency of the locomotive. 

The stationary nozzle must be made small enough 
to get the desired draft on the fire when the engine is 
working the least practical amount of steam in the 
cylinders, and when it becomes necessary to "drop the 
lever" and work more steam in the cylinders the 
increased velocity of the exhaust through a restricted 
opening of the nozzle tears the fire on the grates, thus 
rushing the gases and finer coal unconsumed through 
the flues and causing wasteful results. The holes 
torn in the fire also admit cold air through the grates, 
cooling the flues and fire-box suddenly, and causing 
them to leak. There is no doubt but what many 
engine failures due to leaky flues may be attributed to 
this cause. 

To overcome these difficulties many forms of 

(320) 



LOCOMOTIVE APPLIANCES. 



321 



expanding nozzles have been devised, most of them, 
however, being designed to be operated manually by 
the engineer, but the neglect of the latter to properly 
and constantly use them caused them to quickly 
become inoperative by corrosion and gumming up 
due to the heat and gases of the front end. 

WALLACE & KELLOGG' S VARIABLE EXHAUST 

NOZZLE. 

The automatic variable exhaust nozzle here shown 
has been in use for several years, and is claimed to 
have overcome by its automatic action many of the 




Fig. 1, 

Wallace & Kellogg's Automatic Variable Exhaust Nozzle. 

serious objections to former devices. The movable 
wings are connected to a rotating cam, which in turn 
is connected to a shaft extending through the smoke- 
box. To this latter shaft, by means of a crank I and 
adjustable rod 2, connection is made with the reverse 
lever or lifting arm 1. Therefore the operating of 






21 



322 LOCOMOTIVE APPLIANCES. 

the nozzle is automatically adjusted to correspond 
with the amount of steam that is being used in the 
cylinders at all times. When the reverse lever is 
hooked up toward the center of the quadrant the nozzle 
is the smallest. When the lever is in either forward or 
back extreme position of the quadrant the nozzle is 
the largest. 

The adjustment of the nozzle may be altered in a 
moment's time by simply moving the front end of the 
connecting rod 2 up or down on the crank I, thereby 
giving it correspondingly less or increased travel, as 
desired. 

On account of the frequent changes of the reverse 
lever this nozzle, it is claimed, cannot become gummed 
or corroded so as to render it inoperative. 

THE HUFF AUXILIARY VARIABLE EXHAUST. 

The exhaust nozzles of locomotives are made small 
enough in diameter to give sufficient blast to stimulate 
the fire and generate the necessary amount of steam 
when the valves are cutting off short and the steam is 
being used expansively; this results in the blast being 
too strong at certain other times, when the valves are 
cutting off later, and the terminal pressure is higher; 
this excess force of blast is detrimental in two ways: 
first, by increasing the back pressure in the cylinders; 
second, by tearing the fire and causing excessive coal 
consumption. The Huff automatic variable exhaust 
provides a means by which these objections are 
overcome. 

In applying the device to a locomotive the exhaust 
passages are tapped at convenient points between the 



LOCOMOTIVE APPLIANCES. 



323 



cylinders and the smoke-box and pipes led back 
through the saddle; these pipes (which should be at 
least two inches in diameter and larger, if possible) 
are connected with a reservoir or drum located imme- 
diately back of the saddle, as shown in Fig. 4; this 
drum is provided with a vent and valve, which prefer- 
ably should be operated by a connection from the lift 
shaft, so that the vent opening will be greater when 
the reverse lever is at either end of the quadrant, and 




Fig 1. 

Huff Automatic Variable Exhaust. 
(Side Visw.) 

less when the reverse lever is in mid-gear. The 
escaping steam from the vent may be piped to any 
convenient discharge point, as, for instance, up the 
back of the stack.* 

The application of the apparatus to a locomotive, 
and the relative arrangement of the parts, is shown by 
Figs. 1, 2, 3 and 4. Figs. 1, 2 and 3 show the applica- 
tion to a locomotive fitted with double exhaust nozzles, 

* The reader is referred to the plate of the "American Steam 
Locomotive, " to arrive at a clear understanding of the location of 
the ordinary locomotive parts herein referred to. 



324 



LOCOMOTIVE APPLIANCES. 



while Fig. 4 shows a possible alternative application 
to a locomotive fitted with a single exhaust nozzle; in 
the former case, however, two small drums were used 
instead of one large drum, owing to the fact that the 
intervening space was already occupied by the main 
reservoir of the air brake system. The arrangement 
of parts for the double exhaust locomotive (Figs. 1, 2 
and 3) is as follows: 

The openings in the top of the cylinder saddles, 
marked e e, Fig. 2, are the points where the exhaust 




Fig. 2. 

Huff Automatic Variable Exhaust. 

(Plan View.) 






base and nozzles are attached; c c are the pipes which 
are tapped into the exhaust; d is a cross-pipe connect- 
ing the two; b b are the drums; i i are gate valves 
inserted into the pipes c c back of the cross-pipe d. The 
mechanism for operating the gate valves from the lift 
shaft in this case involves the use of special slides 
working in guide bases which are attached to the 
frames, the slides being made with inclined slots 
which engage rollers attached to the vertical stems of 
the gate valves. As the slides have a horizontal 



LOCOMOTIVE APPLIANCES. 



325 



motion, imparted by connections from the lift shaft, 
the gate valves have their maximum opening when 
the reverse lever is in either extreme position, and 
their minimum opening when the reverse lever is in 
mid-gear. The several parts comprised in this mech- 
anism for working the gate valves from the lift shaft 
are shown in Fig. 1 and marked /, g, h, 2, 3, 4, 5, 6, 
7, 8 and 9. An auxiliary apparatus is also provided, 




Fig. 3. 

Huff Automatic Variable Exhaust. 

(Front View.) 

by which the gate valves may be operated from the 
cab independently of their control by the reverse 
lever when the engine is cut back. The parts of this 
auxiliary apparatus are shown in Fig. 3, and marked 
11, 12, 13, 14, 15. 

It has been stated that the drum or drums should be 
fitted with a vent and valve to control the discharge of 
surplus steam to the atmosphere; in the particular 



326 



LOCOMOTIVE APPLIANCES. 



application shown by Figs. 1, 2 and 3 this vent and 
valve were located on the lower side of one of the 
drums (which was the only available point) and the 
valve was adjustable by hand only; the lift shaft con- 
nection was, therefore, made with the gate valves i i 
instead. 




Fig. 4. 
Huff Automatic Variable Exhaust. 
(View from Under Side of Locomotive.) 

Service trials of the Huff variable auxiliary exhaust 
on a double exhaust locomotive have shown a coal 
saving of about sixteen per cent, on the ton mile basis. 
It is probable that this result was attributable to two 
influences: first, a portion of each exhaust was 
by-passed around to the other side and discharged 
into the stack through the nozzle which was not in 
action at that time, thus both relieving the back 
pressure and making the exhaust into the stack more 
regular and uniform than it otherwise would have 
been; second, by venting to the atmosphere through 
the vent on the under side of the drum any excess of 



LOCOMOTIVE APPLIANCES. 327 

steam over and above what was necessary to develop 
sufficient blast under the particular circumstances 
and conditions then existing. 

THE WALLACE & KELLOGG AIR-PUMP EXHAUST 
FEED-WATER HEATER AND CYLINDER LUBRI- 
CATOR. 

The construction of this appliance is as follows: 
A three-way cock is used in connection with exhaust 
port of air pump. It is placed near the air pump. 
Attached to this cock is a lever that extends 
into the cab and is operated by the engineer. Also 
two exhaust pipes are connected to this cock, one 
extending over cab and exhausting directly into the 
feed water in the tender, the other pipe extending to 
the smoke box and live steam ports or steam chests. 
The branch pipes to the steam ports are provided with 
check valves. A check valve is also placed in the 
pipe leading to the smoke box. 

The three-way valve is for the purpose of conduct- 
ing exhaust steam into the feed water or otherwise at 
the will of the engineer. When opened in opposite 
direction, and the engine is working steam, the 
exhaust is conducted to the stack, but when the 
engine is shut off, the exhaust is admitted to the two 
steam chests and cylinders by the automatic opening 
of the checks in the two branch pipes. The check in 
the pipe leading to the stack prevents smoke and 
cinders from being drawn into the cylinders when the 
engine is drifting. 

The live steam ports are provided with automatic 
drip valves situated at the lowest point in cylinder 



328 



LOCOMOTIVE APPLIANCES. 




saddles for the purpose 
of draining condensa- 
tion when the engine 
is at rest. 

The small sectional 
cuts shown above the 
locomotive tender in 
the accompanying en- 
graving clearly illus- 
trate the details of the 
check valves, drip 
valves, etc., and their 
location. 

Among the many 
advantages claimed 
for this device are the 
following: 

It is noiseless. This 
avoids the frightening 
of teams or the annoy- 
ance to passengers 
around stations. It 
does not create a draft 
the fire when the 
engine is at rest, as 
does the old method. 

This advantage re- 
sults in the saving of 
fuel. It acts as a lubri- 
cator to the valves and 
cylinders when the en- 
gine is not working 
steam. The exhaust 



j on 



LOCOMOTIVE APPLIANCES. 329 

steam from air pump circulates through the steam 
chests and cylinders, keeping them at a uniform 
temperature, not allowing them to chill in cold 
weather when engine is at rest, or overheating or 
cutting of cylinders while drifting down grade 
due to the friction of the piston traveling to and 
fro. The relief valves on the steam chests can be 
dispensed with, as the air pump exhausting into 
same performs their functions to a large degree. 
There is a large saving of fuel effected by the heating 
feed water to as high a temperature as injectors will 
work. This also makes a better steaming engine. 
It also reduces wear on valves, valve seats, cylinders, 
etc., to a minimum by perfect lubrication. It is 
beneficial to the working of the air pump, as there is a 
partial vacuum formed in the exhaust pipe from the 
pump to the live steam ports when the engine is 
drifting shut off, as on heavy grades when the air 
pump is working the hardest. The water in the tank 
being warmer than the atmosphere, the tank never 
sweats, thus preserving the life of the paint on the 
tank and keeping it bright and fresh. The device is 
simple, cheap in its construction and is claimed to 
effect a saving of fifty per cent, in cylinder oil and 
two per cent, in fuel. 



BOILER CLEANERS. 

It has been said that the saving to be effected in power 
generations to-day consists more in the overcoming of 
simple practical difficulties in the use of that which 
we already have than in any revolutionary invention. 
The man who could supply a simple, inexpensive 
means of furnishing steam boilers with pure water, 
which, when evaporated, would leave nothing behind 
it, would do more to decrease the average cost of power 
production than the man who develops the compound 
engine. Such a process would have to be so cheap in 
first cost as to warrant its use in comparatively small 
plants, and so simple as to require attendance of no 
higher order than that found about the ordinary 
boiler plant. 

THE MCINTOSH PNEUMATIC BLOW-OFF COCK. 

It is now generally conceded that when the water 
used for locomotives is bad and cannot be purified 
before entering the boiler the best way to dispose of 
the impurities is to keep them loosened up with soda- 
ash or some other kind of boiler purge, and remove 
them by washing out or blowing off the water from the 
boiler before they have opportunity to incrust upon the 
flues or sheets. 

The frequent washing out of boilers has two disad- 
vantages: first, it consumes considerable time, which 
may seriously interfere with transportation in busy 
times; and, second, bad results follow the frequent 

(330) 



LOCOMOTIVE APPLIANCES. 



331 



cooling down and reheating of boilers, causing undue 
expansion and contraction, with the accompanying 
cracking of sheets and leaking of flues. 

The more frequent and thoroughly the water in a 
boiler is blown out, the longer can be the interval 
between washings-out. To accomplish this, it is 
desirable to have several cocks easy of manipulation 
in the lowest parts of the boiler for getting rid of the 
heavier impurities, and 
a surface cock for re- 
moving from the sur- 
face of the water any 
light animal or vege- 
table matter that would 
tend to cause foaming or 
the water raising in the 
boiler. To accomplish 
this many styles of blow- 
off cocks have been used. 
One device, quite gen- 
eral in its use, is the 
Mcintosh pneumatic 
blow-off cock. 

Fig. 1 shows a side 
and sectional view of 
this cock, which will be seen to consist of two check 
valves (A within the shell of the boiler and B without), 
and a piston operated upon by air and released by a 
spring. Fig. 2 gives a view of the boiler head in the 
cab of a locomotive, indicating the air piping and oper- 
ating valves, with large detail of the latter. When air 
or steam (preferably air) from a small valve in the cab 
(see Fig. 2) is admitted to the outward or top side of the 




Fig. 1. 

Mcintosh Pneumatic Blow-Off Cock. 

(Sectional View.) 



332 



LOCOMOTIVE APPLIANCES. 



piston, as it appears in the engraving, Fig. 1, it acts 
against the piston, which shoves both check valves 
open and holds them open against the pressure in the 




Fig. 2. 
Cab Operating Valve Arrangement, Mcintosh Blow-Off Cock. 

boiler, on account of the area of the piston being the 
greater. When the air is exhausted from the piston 
the boiler pressure, aided by the spring, causes the 



. LOCOMOTIVE APPLIANCES. 333 

piston to assume its normal position as shown in the 
engraving. 

Each blow-off cock has a discharge pipe leading 
either to the side of the locomotive or toward the back, 
in order to blow the impurities away from the machin- 
ery and boiler itself. 

Should there be no air pressure on hand with which 
to operate the pneumatic cocks on an engine, the cock 
may be opened by screwing down (or in) on the outer 
handle C, which acts the same as the pressure on the 
piston, namely, forces the valves in and opens them. 
On the contrary, although both the check valves 
require to be held open before any discharge or leak- 
age can occur, should dirt or grit get into the cylinder 
portion in which the piston works, or should no oiling 
be given the piston for a long time, the latter might 
stick in open position, in which case the handle of the 
screw should be turned back, thereby permitting the 
check valves to reseat themselves. 

Should scale hold either or both check valves from 
their seats, it is generally advisable to open the valves 
wide several times and let them close suddenly. This 
will usually crush the hardest scale. 

When locomotives are supplied, as shown in Fig. 3, 
with both surface and lower blow-off cocks, it is con- 
sidered the best practice to use the surface cock A 
when the locomotive is working hard and the water is 
in a state of violent ebullition, carrying the impurities 
to the surface. At terminals, and if the boiler is foul 
occasionally on the road after steam has been shut off 
long enough for the sediment to settle, the lower blow- 
off cocks should be opened while both injectors are 
working and two or three gauges of water blown out. 



334 



LOCOMOTIVE APPLIANCES. 



While there is no packing of any kind about this 
cock, to keep it in perfect order the cap of the air cylin- 
der should be removed about once a month and the 




cylinder wiped out and oiled. By leaving a plug in 
some convenient tee of the air pipe in the cab oil may 
be injected therein more often if desirable. 



LOCOMOTIVE APPLIANCES. 335 

Fig. 2 shows a convenient cab arrangement for 
three blow-off cocks on a locomotive. As shown, the 
air is taken from the main reservoir connection of the 
engineer's brake valve, and each operating valve 
consists of a one-half inch air stop cock with a small 
hole drilled through one side to form a three-way cock 
for exhausting the air from the cylinder of the blow- 
off cock after the cab operating valve is closed. 

Should it require considerable supply of air to 
operate any one of the blow-off cocks, it will be found 
that there is a leak in the air pipe between the cab 
operating valve and the blow-off cock, or a bad leak 
by the packing ring of the latter. Its correction is 
obvious. 

A boiler equipped as shown in Fig. 3 may be kept 
clean by frequently blowing out; it will develop fewer 
cracked firebox .sheets and leaky flues, and will 
require washing out less often. The engine will work 
dryer steam and carry less scale and dirt through the 
valves and cylinders, thus requiring less cylinder oil 
and producing less wear to the valve motion; it will 
use less water, make more ton-miles than a locomotive 
not so equipped, and the loss of water and heat 
occasioned by blowing out will be compensated for 
several times over. 

THE HORXISH MECHANICAL BOILER CLEANER. 

This cleaner is in two parts, all inside the boiler, 
except the air valve and the blow-off pipe and cocks. 
One part is in the forward end of the boiler and reaches 
from side to side, using the front head as a back to 
which it is riveted. It extends under the dry pipe*, 

* See part numbered 191, plate "The American Steam Locomo- 
tive, " in " The Science of Railways. " 



336 



LOCOMOTIVE APPLIANCES. 



and is also riveted to the sides of the boiler, as shown 
in Figs. 1 and 2. 
The space between the flues and the dry pipe is used 




: 



for the skimmer, see Fig. 2. It makes a perfect sur- 
face skimmer the full width of the boiler, and, at the 
same time, forms a basin holding from twenty to 



LOCOMOTIVE APPLIANCES. 337 

thirty gallons. This makes a large storage capacity 
in which to collect and settle all the impurities that the 
skimmer takes from the surface. The basin holds the 
skimmings and settlings which can be blown off at the 
will of the engineer. • The impurities are carried to 
the skimmer by the natural circulation in the boiler. 
The fluctuations of the water line do not affect the 
proper working of this device. 

Within the skimmer is an arrangement for blowing 
off what solid matter it catches, thus practically pre- 
venting any waste of water when the skimmer is 
blown off, and between these times it is claimed that 
there is a continuous automatic drawing off. 

The other part is in the leg of the boiler, as shown in 
Fig. 1, and cannot be put in except when the boiler is 
first built, or when a new fire box is put in. It is the 
same kind of a device that empties the skimmer as 
just described. It sits on top of the mud ring, the 
"suckers," which are raised one inch above the mud 
ring by legs on the draw-off head, facing down. The 
openings of all the suckers are the same size, but their 
small ends vary in size. If they were all the same 
size, the openings nearest the center would pass all the 
sediment, and those further along the head would not 
pass their share. (This is due to the fact that all 
liquids under pressure will seek the nearest outlet 
first.) To overcome this, the small end of the sucker 
nearest the opening in the center of the draw-off head 
is made the smallest, and the size of the others 
increases with the distance from the center. The 
matter surrounding this is always water soaked, and 
is a soft slush, which is easily removed by the pressure 
in the boiler. 
22 



338 



LOCOMOTIVE APPLIANCES. 



As the impurities are over and around the draw-off 
head in front of the water and steam, the pressure in 
the boiler pushes them out through the suckers into 
the blow-off pipe before any water or steam can pass 
through. There is no waste of water, as the blowing off 
is stopped as soon as the water shows clear. This is 
what reduces the waste of water to a minimum. The 
draw-off head here shown is a great improvement over 
the old head formerly used; even if they should stop 
up from neglect, they can be cleaned from the outside 




Fig. 2. 

Hornish Mechanical Boiler Cleaner. 
(Sectional View Through Front of Boiler. 

by forcing water through them. They cannot scale 
up, since there is no heat next to them from the fire 
box. Each part of the cleaner is a companion to the 
other, and what one leaves undone the other does. 
The two must be used together to obtain perfect 
results. 

When the water is boiling the impurities come to the 
surface in a boiler the same as in an open vessel. The 
proper circulation in a locomotive boiler is down to the 
belly of the boiler after water leaves the check, then 



LOCOMOWIVE APPLIANCES. 



339 



down the forward leg along the side and up the back 
leg over the crown sheet, and forward over the top of 
the flues, striking the front head of the boiler, from 
which point it starts to repeat the same course over 
again. It is here at the front end of the boiler and at 
the surface that the skimmer intercepts the impurities, 
settling and removing them before they have time to 
touch the hot flues or hot sheets. This not only 
prevents foaming, but leaves nothing in the boiler to 
make scale and lessens 
the accumulation in the 
leg of the boiler. 

Nothing but water 
will make steam, so keep 
grease and compounds 
out of the boiler. Heat 
is the best agency 
known for separating 
solid matter from water. 
A boiler is the best con- 
trivance yet devised by 
man for heating water; 
as most of the solid matter 
contained in the feed water comes to the surface when 
steam is up, that is the best place to remove it. It is 
claimed that the surface skimmer does this before it 
starts to make the second round with the circulation, 
and what little is left goes to the leg of the boiler and 
is removed by the mud ring device; this prevents 
foaming, reduces the number of washings out, pre- 
vents incrustation and corrosion, and is claimed to 
have been found more practical than purifying the 
water before entering the boiler. 




Fig. 3. 

Homish Mechanical Boiler Cleaner. 

(Section Through Mud Ring.) 






340 LOCOMOTIVE APPLIANCES. 

It is the soft matter in the boiler that is dangerous; 
^e removing of that part removes the danger. 

This device does not interfere in the least in clean- 
ing out the old way, or in the use of compounds. If 
scale should form from neglecting to use the cleaner, 
or any other cause, compounds can be used, and what 
they dissolve and throw down the cleaner will remove 
at the surface and at the leg. As both cleaners are 
blown off before entering the round house, there is 
little or nothing left in the water, and what there is it 
catches while the engine is idle, to be blown out again 
as soon as it leaves the roundhouse. This makes a 
clean boiler at all times. 

If boilers are allowed to become cold before remov- 
ing the water, very little scale will form on the flues 
and sheets. It is removing the water for washing out 
while hot, to save time, that causes them to scale so 
fast and also makes them leak. 

As foaming is eliminated, no solid matter goes over 
with the steam to cut the valves, valve seats, valve 
stems or packing. The cylinders, too, are kept 
smooth, and when free from grit their wearing surface 
soon acquires a gloss that insures easy working and 
long wear, together with a minimum use of oil. This 
is of great value for balanced valves, which are now 
coming into use with high pressure. 

It is the effective heating surface that counts, and 
not the large amount. The more rapid the circulation 
is the more times it will pass over the heated surface in 
a given time, and a smaller heating surface with a 
rapid circulation is better than a larger heating sur- 
face with a more sluggish movement of the water. 
The thinner the liquid is the more rapidly it will circu- 



LOCOMOTIVE APPLIANCES. 341 

late, and as it becomes thicker its movements will 
become slower. It is the impurities left in the boiler 
instead of being removed that causes the water to 
thus thicken. 

Directions for its use upon locomotives. — Use surface 
blow-off after leaving and before entering roundhouse 
at each end of the division, also once or twice between 
terminals on each trip, blowing from one to one and a 
half minute each time. The best time to blow off the 
surface cleaner is when the engine is doing the hardest 
work. Should boiler foam from any cause, use sur- 
face blow-off for instant relief. The mud ring device 
is used only at each end of terminals, just before and 
after leaving the roundhouse. 

CLIMAX BLOW-OFF COCK. 

To Open the Blow-Off Cock. — When a three-way 
cock in the cab is turned, air or steam (the former is 
more desirable, especially in cold climates) is admitted 
through a pipe at port C to the upper side of piston P. 
As the upper side of piston P is more than twice as 
large as the bottom end of valve V, which is exposed 
to boiler pressure of chamber G, piston P and its 
valve V will be moved down by a pressure of air 
somewhat less than half what is in the boiler at the 
time. When this movement has taken place it will 
be seen that water in the enlarged cavity G can pass 
through the ports D-D up through the inside of valve 
V, out the ports E-E into the annular opening F 
leading to the atmosphere at B. 

To Close the Bloiv-Off Cock. — Turn the three-way 
cock in the cab to its original position, which exhausts 



342 



LOCOMOTIVE APPLIANCES. 



all pressure from C and the top of piston P. The 
boiler pressure from A now acts against the bottom of 
valve V and forces valve and its piston up to position 
shown in cut, and the valve makes a joint at W-W, 
thereby preventing any further wastage af water. 
Scale or dirt caught in the ports D-D or E-E would be 
sheared off when the valve closes, and scale on seat 



AIR OR 
STEAM ENTERS 
Hi.Ht TO OPEN 
VALVE 



CARK 



A — Connection to Boiler. 

B — Blow-Off to Atmosphere. 

C — Air or Steam Connection. 

D-D— Intake Ports of Valve V. 

E-E— Outlet Ports of Valve V. 

F-F — Annular Opening to Blow-Off 

at B. 
G — Annular Opening to Intake Ports 

D. 

H-H — Vent Ports of Spring Chamber. 
P-P— Piston. 

K — Cap for removing Piston, Spring 

and Valve. 
S. — Spring. 

V — Valve and Piston P, combined. 
IF- IF — Valve Seat when closed. 




CONNECTION TO BOILER 



Climax Blow-Off Cock. 



W-W ordinarily crushed. If the valve fails to close 
tight, open and close it quickly a few times until it 
forms a tight seat at W-W. 

The spring S is for the purpose of preventing the 
valve opening from any vacuum formed when the 
boiler is cooling down. Hence, if the valve leaks at 
such time, cap K should be removed and this spring 
examined. 



LOCOMOTIVE APPLIANCES. 



343 



THE "LITTLE GIANT" PNEUMATIC BLOW-OFF 

COCK. 

The accompanying engraving shows clearly by 
arrows the flow of pressures and fluids when this 
blow-off valve is in operation. Air pressure has 
entered the air cylinder and forced the piston, with its 
attached valve inside the boiler, to the right, allowing 
the water and the sediment in the boiler to escape. 




Little Giant Blow-Off Cock. 

When the air pressure is withdrawn the spring behind 
the air piston returns it and the boiler pressure against 
the valve assists in the return to its seat. Should 
some scale or other substance remain beneath the 
valve B, by screwing in on the hand wheel, valve A 
may be forced to a seat, thus rendering this valve 
remarkably safe against failure to close. 



344 



LOCOMOTIVE APPLIANCES. 



THE JOHNSTONE BLOW-OFF VALVE. 

This is a form of gate valve operated by a suitable 
lever at the will of the engineer. These valves have 
been largely used on locomotives, and are much 
superior to an ordinary globe valve for this purpose, 
as particles of scale will not prevent their proper 
closing. 




Johnstone Blow-Off Valve. 



The sliding valve is attached to the stem by means 
of a stirrup, shown just under the valve, and which 
loosely encloses it, and thus permits it to freely adjust 



LOCOMOTIVE APPLIANCES. 



345 



itself to the seat it forms at the side opposite the attach- 
ment to the boiler. 

By a lever connected to the stem the valve can be 
raised entirely from its seat, so that there is a full 
straight-way opening through the valve body. The 
sliding of the valve under pressure maintains its sur- 
face and its seat in close contact, and if any scale or 
other foreign matter tending to impair such contact 
intervenes, it is destroyed or displaced by the attrition 
of the parts when so operated. 



THE HOMESTEAD BLOW-OFF VALVE. 

This valve serves a purpose similar to that last 
described. A long wrench extending up through the 
running board or deck 
permits its use while 
the locomotive is in 
motion. 

While the cut nere 
shown gives an exte- 
rior view, its internal 
arrangement is identi- 
cal with that of the 
"Homestead Straight- 
Way Valve," shown 
elsewhere. One- 
quarter turn opens the 
valve wide, and the re- 
verse movement not Homestead Blow-Off Valve. 

only closes the valve, but locks it tightly upon its 
seat, thereby preventing all leakage. 




AUTOMATIC AIR AND STEAM COUPLER. 

The illustrations here given show a device that 
automatically couples and uncouples the air brake 
pipes on freight trains, and the air signal and steam 
heating pipes as well on passenger trains. This 
device has been in successful operation on a number 
of passenger and freight trains. Figs. 1 and 2 show 
a plan and a side view of the device. 







Fig. 1. 

Automatic Air and Steam Coupler. 

The construction, manner of attaching and 
operation of this device may be described as follows: 
The apparatus is interchangeable, there being no 
rights and lefts. The coupling head consists of a 
casting with openings on its face to receive the regis- 
tering gaskets, and a coupling spring riveted thereto, 
as shown on the plan view (Fig. 1). On the elevation 

(346) 



LOCOMOTIVE APPLIANCES. 



347 



view (Fig. 2) is shown a cast-steel bracket riveted to 
the under side of the drawbar, to which a slotted 
hanger, in which the coupling spring rests, and a 
chain arm to support the coupling head, are bolted. 

The gaskets are so placed in the head that neither 
is touched by the opposite one until the coupling is 
made. This protection is effected by a tongue and 
groove, on which tongue the face rides until the gas- 
kets are in position to register, when the tongue drops 
into the groove. 




Elevation. 

Fig. 2. 
Automatic Air and Steam Coupler. 

The outer end of the coupling head, having "V 
and wedge-shape guides, is directed both vertically 
and horizontally by the outwardly bent spring on 
the opposing members. This coupling spring per- 
forms the double function of guide and clamp to hold 
the head firmly together when coupled. 

As will be seen on the elevation views, the heads 
are tapped to receive the air pipes, to which connection 
is made to the train and signal pipes by a short hose. 

The steam attachment is so arranged that it can 



348 LOCOMOTIVE APPLIANCES. 

be readily removed or attached without affecting the 
air connections. An automatic drip at the lowest 
point of the steam attachment provides for all conden- 
sation. 

As will be seen on the plan views, the slotted hanger 
is provided with a spring buffer which positively 
insures the air coupling under all conditions where 
the car couplers will operate, and which maintains 
the coupling point of the air coupler in advance of the 
car coupling. The spring resting in this slotted 
hanger, the head being suspended by the chain, and 
the flexibility of the short hose permit the free move- 
ments required by the variations in the heights of 
cars, as well as the movements on curves, and also 
permit the free coupling in all such cases. 

An interchange is provided in such a way that 
coupling may be effected with the ordinary hand 
hose coupler. 

The coupling and uncoupling takes place automat- 
ically and simultaneously, as well as with the same 
degree of certainty, as does the car coupling. 



THE LINSTROM SYPHON PIPE. 

This is a decided improvement over the old form of 
tank valve which too frequently becomes disconnected 
from the spindle, requiring the draining of the tank 
and reconnecting. 










Fig. 1. 
Linstrom Non-Freezing Syphon Pipe. 

The syphon is said to be more easily and cheaply 
applied than the ordinary tank valve and hose 
strainer, with which it does away. With this device 

(349) 



350 LOCOMOTIVE APPLIANCES. 

there can be no flooding of the gangway by the leak- 
age of the tank valve which is, of course, dangerous 
in cold weather. 

As soon as the injector is started the priming fills 
the syphon, which remains full. It is impossible for 
the hose to freeze, for by simply permitting the injector 
to blow steam back into the tender the hose and feed 
pipe are immediately emptied of water, leaving 
nothing in the exposed pipe or hose to freeze. 

To clean any sediment from the tank, remove the 
small plu^g in the bowl shown below the strainer. To 
disconnect the tank hose when there is no steam to 
blow the water out of feed pipe, open the small pet 
cock shown at the top (or return bend), thereby 
admitting air and breaking the action of the syphon. 
This air cock should be closed at all times when 
working the syphon. 

This device also permits the use of a large strainer 
with small openings. 



LOCOMOTIVE FEED-WATER STRAINERS. 

THE SELLERS' STRAINER. 

The Sellers' strainer, herewith illustrated, from 
long continued service has shown many special 
advantages to recommend it. 

The strainer has standard pipe and hose connec- 
tions, and is coupled directly to the end of the injector 
suction pipe. It occupies but little more space than 
the ordinary hose nut and cone strainer, and can be 
usually applied without alteration of the length of 




Fig. 1. 

View of Strainer from Under Side Showing Straining Plate 
Partially Removed. 

the hose or of the pipe. The metal straining plate 
is of large area, and is provided with holes so small 
that fine particles, w T hich pass through the ordinary 
strainer, are excluded from the injector; the dirt trap 
is large and admits of a considerable accumulation 
before cleaning is required; among other advantages 
claimed are the certainty of a continuous and plenti- 
ful supply of water to the injector, less wear of the 

(351) 



352 



LOCOMOTIVE APPLIANCES. 



injector, combining and delivery tubes, a considerable 
saving of time over the ordinary method in removing 
and cleaning the strainer, and a convenient and 
mechanical arrangement of all the parts. 

This strainer can be cleaned in a few minutes 
without breaking the pipe or hose joints. Fig. 1 
gives a view from the under side, with the nuts 
slackened, the T-head bolt swung upward, the cap 




Fig. 2. 
Position of Strainer on Locomotive. 



rotated on the fixed stud clear of the opening, and 
the straining plate partially removed. The ends of 
both bolts are provided with split pins to prevent the 
complete removal or accidental loss of the attaching 
nuts and washers. All other parts are made of strong 
brass, the strainer plate being of copper. An arrow 
on the side of the strainer body indicates the direction 



LOCOMOTIVE APPLIANCES. 



353 



of the flow of water. This strainer may be used 
without change on either the right or the left side, 
and is adapted for use with any style of injector, and 
gives ample capacity for any size up to and includ- 
ing No, 12. 

HEATH FEED-WATER STRAINER. 

Fig. 3 illustrates another convenient form of hose 
strainer. The strainer itself is of such shape and 
size as to permit of a large number of small perfora- 
tions, giving ample opening and still excluding 
much dirt from the injector. The large drain cup 
below the strainer forms a pocket to catch cinders 
and sediment from the tank, which can be readily and 
quickly discharged by removing the plug at the bot- 
tom, 



^^ 




y^AH* 



>Fee3 Pip* 



Fig. 3. 
Heath Feed-Water Strainer. 



H-D LOCOMOTIVE STRAINER. 






The H-D locomotive strainer is an improved fon£ 
of hose strainer giving full area, and can be used for 
either the right or left hand side of the locomotive. 
The screen is circular in form and rigidly attached to 



23 



354 



LOCOMOTIVE APPLIANCES. 



the cap or bonnet, which forms a receptacle for all 
dirt and sediment. By removing the cap or bonnet 
the dirt or sediment is removed with the screen, which 
can easily be cleaned. 




Fig. 4. 
The H-D Locomotive Strainer. 

THE HANCOCK LOCOMOTIVE HOSE STRAINER. 

The hose strainer illustrated by Fig. 5 consists of 
a perforated copper plate in a metal frame which fits 
into slides in the body. The perforated copper plate 




Fig. 5. 
Hancock Hose Strainer. 



rests at such an angle that coal or other sediment 
from the tank will drop below the plate and not inter- 
fere with the water-way. By removing the tapered 



LOCOMOTIVE APPLIANCES. 355 

key, the bonnet or cap can be easily taken off and 
the copper plate removed and cleaned. The bonnet 
is fitted with a ground joint, and the seat is so located 
as to be protected from damage. This strainer is 
furnished either right or left hand. 

The simplicity of its construction and its great con- 
venience to locomotive engineers will readily be seen. 

When it is considered that a large capacity injector 
suitable for large modern locomotive boilers delivers 
approximately one gallon of water each second, it 
will readily be seen why such importance is placed on 
having a good-sized, effective feed-pipe strainer that 
will not become quickly stopped, and when so 
deranged can be removed and cleaned without serious 
loss of time. 



SNOW FLANGER. 
THE Q & C-PRIEST SNOW FLANGER. 

This flanger is supported directly on the engine truck 
boxes, a few inches in front of the forward wheels. 
Being thus supported, it does not rise and fall with 
the movement of the engine on the springs, nor swing 
sideways across the rail on curves.. This feature 
enables it to do regular and uniform work. As it 
follows the movement of the engine truck, it conforms 
to all the irregularities of the track, giving an even 
depth of cut, the same on curves as on tangents. 

The knives are placed one inch above the top of the 
rail and make a cut twelve inches wide by two inches 
deep inside of the rails, and twelve inches wide and 
one-half inch deep outside of the rails. 

While the knives are constructed strong enough to 
remove hard packed snow and sand, they are pur- 
posely designed so as to break when striking guard 
rails or any obstructions without damage to the 
other parts, and can be readily and quickly replaced. 

This flanger is operated by compressed air by 
means of a cylinder located on or near the run- 
ning board, and is under full control of the engineer 
by means of an air cock in the cab. 

It may thus be raised instantly to clear crossings, 
guard rails, etc. There is also a hand lever arrange- 
ment running to the cab, so that the engineer may 
operate it by hand or hook it up out of use in case the 
air pump should fail. 

It is claimed that torpedoes may be used with no 

(35G) 



LOCOMOTIVE APPLIANCES. 



357 



danger of their displacement by this Sanger in opera- 
tion through the hardest snow. It is further claimed 
that its use prevents derailments caused by engine 
truck wheels mounting hard packed snow or sand, 
and also prevents loss of hauling power of locomotives 





Fig. 1. 
The Q & C-Priest Snow Flanger as Attached to Locomotive. 
(Pilot Removed to Show Working Parts of Flanger.) 

caused by the intervention of snow and ice between 
the driving wheels and rails. It avoids tire and rail 
cutting due to slipping in snow. 

A pilot plow of any size can be carried in the usual 
manner without interference with this device. 



NEW ENGINEER'S BRAKE VALVE- 
YORK AIR BRAKE CO. 



-NEW 



The engineer's brake valve (for its location see 
plate "The American Steam Locomotive," part num- 
bered 218), which, as its name implies, is operated by 
the engineer, opens communication between the main 



128, 

< TO SMALL RESERVOIR 

158 



158 
60 



*3e4> 




62 



Fig.8 




Positive Discharge Engineer's Brake Valve. 
New York Air Brake Co. 



air reservoir and the train pipe for the purpose of 
charging cars or releasing brakes, closing the con- 
nection and opening the train pipe to the atmosphere 
when the brakes are to be applied.* 

*The principle of the engineer's brake valve and the details 
of another form thereof are fully described in "The Science of 
Railways," and the reader is referred to the General Index of 
that work for information in regard thereto. 

(358) 



LOCOMOTIVE APPLIANCES. 



359 



The above engraving shows the outside appearance 
and inside construction of the valve when seen from 
different points of view. Figs. 1 and 2 are external 
views, rear end and side, respectively. Fig. 3 is a 
cross-section through the feed valve (rear view). 
Fig. 4 is a section through the side, showing travel of 
slide valve 114 and how graduating valve 110 is con- 
trolled by piston 104. Fig. 5 is a cross-section through 
the slide valve (front view). Fig. 6 is a plan of the 



-TO GOVERNOR 



FIg.lO 




Fig.3 



Positive Discharge Engineer's Brake Valve, 
New York Air Brake Co. 

(Sectional View.) 



valve seat. Fig. 7 shows the face of the slide valve. 
Fig. 8 is the gauge connection. 

The Principal Parts and Their Duties. — Referring 
to Fig. 4, the chamber B is connected to the 
main reservoir. The chamber A is connected to 
the train pipe. Discharge of train pipe air to the 
atmosphere for service application occurs through 
ports F, G, and passage C. Main slide valve 114 



360 LOCOMOTIVE APPLIANCES. 

controls the flow of air from the main reservoir to the 
train pipe, and from the train pipe to the atmosphere. 
In the drawing the slide valve occupies "running 
position." To "release," it moves to the extreme left. 
To "apply," it moves to the right; a service application 
uncovering small ports F and G; an emergency 
application uncovering the large ports K and J. 
(See Figs. 5 and 7.) 

Small slide valve 110 is a cut-off or graduating 
valve, operated by piston 104. Its function is to stop 
the discharge of air to the atmosphere when the train 
pipe pressure has fallen to the desired amount. 

Piston 104 is exposed on one side to train pipe 
pressure in chamber A, and on the other side to pres- 
sure from a small auxiliary reservoir (connected to 
space D). Its function is to cause valve 110 to auto- 
matically move whatever distance is necessary to 
close port F. Decrease of train pipe pressure in 
chamber A allows the pressure in small reservoir D 
to expand, and thus move piston 104 to the left, 
which, through the agency of lever 112, causes valve 
110 to close port F by moving as far to the right as 
port F has been carried by slide valve 114. If the slide 
valve has moved only a short distance, piston 104 will 
have to move but a short distance to close port F, and 
consequently only a slight reduction of train pipe 
pressure will occur. If the slide valve carries port F 
a considerable distance, then piston 104 must move a 
considerable distance to close it, and a corresponding 
reduction of train pipe pressure occurs. Thus, the 
discharge of train pipe air is greater or less, according 
to the distance which cut-off valve 110 is required to 
travel. 



LOCOMOTIVE APPLIANCES. 361 

Port H (Fig. 6) connects with a passage running 
lengthwise of the valve (Figs. 1, 3 and 5), one end of 
which leads to the small reservoir (as shown by Fig. 
2), while the other end leads to the space D, back of 
piston 104 (Figs. 1 and 4). In "running position," 
port J in the face of slide valve 114 (Figs. 5 and 7) 
connects chamber A with port H in the seat of the 
slide valve (Fig. 6), thus permitting train pipe air to 
flow into the small reservoir and to the rear of piston, 
as shown. When the handle is moved to apply 
brakes, however, ports J and H no longer connect, 
and therefore the stored up air in the reservoir D acts 
as an independent force on piston 104. 

The operation is as follows: With handle in "run- 
ning position," the valves occupy the position shown 
in Fig. 4. Discharge ports F and G and K are closed, 
and direct communication from the main reservoir to 
the train pipe is cut off by the slide valve. By means 
of the feed valve described below, however, the train 
pipe will continue to receive air through small ports E 
and M until the normal pressure of seventy pounds 
has been obtained therein. 

For "service "application, place the handle in one 
of the "service" or "graduating" notches and leave it 
there. This carries slide valve 1 14 far enough to the 
right to uncover small ports F and G, thus permitting 
train pipe air to escape from chamber A to the atmos- 
phere, through t-he exhaust passage C. Small cut-off 
valve 110 automatically stops the discharge as soon as 
the train pipe pressure in chamber A reduces enough 
to allow piston 104 to move, as previously explained. 
For light applications, use the first of the graduating 
notches on short trains, or the second notch with five 



362 LOCOMOTIVE APPLIANCES. 

or more cars. For heavier applications move the 
handle one or two notches further. 

For an "emergency" application, move the handle 
to position marked "emergency." This will carry 
slide valve 1 14 to the extreme right, permitting rapid 
discharge of train pipe air from chamber A to passage 
C and the atmosphere, through ports J (Figs. 5 and 
7), the passage in slide valve, and the large port K 
(Figs. 4 and 7). 

With handle in position of "quick release," slide 
valve 114 is moved to the extreme left, thus admitting 
main reservoir pressure direct from chamber B to 
train pipe chamber A through the large opening 
which the end of the slide valve uncovers. At the 
same time, air contained in the small reservoir is dis- 
charged to the atmosphere through passage H, ports 
J and K, and passage C, thus allowing train pipe 
pressure to return piston 104 and cut-off valve 110 to 
the position shown in Fig. 4 in readiness for another 
service application. When releasing brakes, always 
place the handle in "quick release" position long 
enough to permit discharge of air from the small 
reservoir, before moving the handle back to the "run- 
ning" position. 

With the handle in "running position," the small 
reservoir is charged to the same pressure as the train 
pipe. If the handle, when in full release position, is 
moved to a service notch too quickly, a full service 
application will result; but if it is moved slowly, or 
stopped in either "running" or "lap" position for a 
second or two, the small reservoir will become charged 
and automatically cut off the exhaust as usual. 

With the handle in "lap position" all communica- 



LOCOMOTIVE APPLIANCES. 363 

tion is cut off between the main reservoir and the train 
pipe, as well as between the train pipe and the atmos- 
phere. 

The air pump governor is connected to the passage 
in which the well known excess pressure valve or 
feed valve is located. (Figs. 3, 5 and 6.) This 
passage has a port E in the valve seat, which, by 
movements of the slide valve, is connected either with 
the main reservoir, with the train pipe, or is closed 
entirely. The governor is set at seventy pounds, and 
will shut off steam in any position of the slide valve 
when either the train pipe pressure reaches seventy 
pounds, or main reservoir pressure reaches eighty-five 
pounds. The pump cannot, therefore, produce undue 
pressure when the brakes are set, and the train pipe 
cannot become overcharged when they are released. 
When the handle is in running position, a recess M in 
the slide valve (Fig. 7) connects the port E (Figs. 4 
and 6) to the train pipe, and air from the main reser- 
voir has to pass through the feed valve on its way to 
the train pipe. 

The small reservoir furnished with this valve can 
be placed in any convenient position, but we advise 
attaching it to the roof of the cab, and connecting the 
pipe between the reservoir and the engineer's valve in 
such a way that water cannot accumulate in the 
reservoir, but will drain out of it through the engi- 
neer's valve. Copper pipe must be used for this 
purpose, as it can be readily bent into place, and 
lessens the danger from leakage by avoiding the 
elbows and joints that are necessary with iron pipe. 
.All piping must be absolutely tight. 

Remarks — Do not allow the seat of the main slide 



364 LOCOMOTIVE APPLIANCES. 

valve to become dry. If the handle pulls too hard, 
remove oil plugs 96 (first letting air out of the mail 
reservoir) and oil the seat both in front and back of 
the slide valve. Before putting back the oil plugs 
move the handle back and forth several times to 
spread the oil over the seat. It is also a good plan to 
occasionally remove cover 115 and lubricate slide valve 
114 and its seat with a compound or grease such as 
vaseline. The lever shaft 120 should be oiled occa- 
sionally, through the oil. hole made for that purpose 
in the flange of the cover, back of the quadrant. 






THE AUTOMATIC EMERGENCY RECORDER. 

Ever since the advent of the quick action automatic 
air brake into railway service, there has been con- 
tinually sought a means whereby the unnecessary use 
by the engineer of the emergency position, of his 
equalizing discharge valve, could be recorded against 
him. 

Any device employed to record the emergency 
applications made by an engineer in handling either 
air-brake trains or light engines must be considered 
unreliable or worthless that does not fulfill the follow- 
ing conditions: (1) It should not interfere or impede in 
the least the application of the brakes to either light 
engine or train; that is, it must not affect the sensi- 
bility of the brakes by impeding either the preliminary 
or emergency exhaust. (2) It should be automatic. 

(3) It should record each emergency application made, 
whether engine is attached to train or handled light. 

(4) It should not operate when service applications 
only are made. (5) It should not make a record of the 
times the engineer's valve handle is placed in emer- 
gency position when there is no air on the engine. 
(6) It should not operate when a hose bursts or the 
conductor applies the brakes from rear of train. (7) 
It should make its record in such a manner as to defy 
its being destroyed. (8) It should be so constructed as 
to evade any attempt on the part of the person in 
charge of engine to change the record when once 
made, or to prevent a record being made when once 

(365) 



366 



LOCOMOTIVE APPLIANCES 



the forbidden position is reached. (9) It should be 
easily applied, simple and durable; and (10) it should 
be capable of being applied to all engineer's valves on 
ths market without having to alter their design. 




Fig. 1. 

The Automatic Emergency Recorder as Applied to an 1892 Westinghouse 
Engineer's Brake Valve. 

This recorder here illustrated (Fig. 1) registers 
accurately each and every time the engineer's vaive 
handle is placed in that position familiarly kncwii aa 
the "emergency position." The record is not made 



LOCOMOTIVE APPLIANCES. 367 

upon paper or a sensitized film, which may be removed 
and destroyed, but is permanently marked by a hand 
or pointer, similar to the manner of registering fares 
on street cars. It may be so constructed as to admit 
of its registering an indefinite number of applications. 
The device shown ranges in capacity from one to five 
thousand. It will readily be seen by reference to 
Fig. 1 that from the very construction of this device no 
interference whatever can come to the successful 
operation of the air brakes by its attachment to 
the engineer's valve. It works automatically and 
records every emergency application, but none made 
in service position. No record will be made unless 
there is air in the reservoir, nor where a hose bursts 
while engine is carrying air. It will admit of no 
tampering in order to falsify its record; is simple, 
cheap, easily applied, and durable. It will fit any 
valve, with a slight change of base. 

The indicator is moved by the sudden flow of air 
from the emergency port of the engineer's valve com- 
pressing a spring, as shown in the details of the 
engraving. 

The device is extremely simple of construction, 
consisting of a ratchet wheel or plate with one hundred 
teeth actuated by a pawl connected to the top of a 
small rocker arm giving proper motion to the ratchet 
plate when the piston makes the forward stroke by 
means of a bevel at the end of the piston rod, throwing 
the bottom of the rocker arm back and the top forward. 
A spring pin is also fixed in the ratchet plate, actuated 
at a fixed point in its revolution with another plate 
placed over the ratchet, whereon each one hundred 
revolutions of the needle is recorded. The face plate 



368 LOCOMOTIVE APPLIANCES. 

is graduated into one hundred parts, from which each 
movement of the needle is read. The exhaust port 
for service or preliminary applications of the air 
brake is placed at the end of the cylinder, and is 
one-eighth of an inch in diameter as against one- 
sixty-fourth of an inch in diameter of the same port in 
an 1892 Westinghouse engineer's brake valve, thus 
giving a high factor of safety for service exhaust. 
The ports for emergency exhausts are in the sides of 
the cylinder, and the needle makes its record the 
instant the piston follower clears the ports. The 
device will record 4,999 applications of the emergency, 
and then return to zero, and begin all over again. No 
movement of the needle takes place when service 
applications are made. 






AUTOMATIC BRAKE-SLACK ADJUSTER. 



While there have been many types of brake-slack 
adjusters used on cars and locomotive tenders, that 
adjuster formerly known as the McKee, but now made 
by the Westinghouse Co., and called by the latter 
name, has been used more extensively than any other. 

The accompanying engraving shows a coach or 
tender brake cylinder and levers with the Westing- 
house slack adjuster applied to the back head. As 




Fig. 1. 
The Westinghouse Latest Improved Slack Adjuster. 

will be seen, a very small air pipe is tapped into the 
brake cylinder at a point to clear the piston when the 
latter has traveled seven and one-half inches. Thus, 
when the brake piston passes beyond this point a 
small quantity of air is conveyed through this pipe to 
a very small cylinder wherein it forces a piston 
against a heavy spring engaging a pawl in a ratchet 
wheel attached to the screw holding the back cylinder 

24 (369) 



370 LOCOMOTIVE APPLIANCES. 

lever. When the brake is released, the spring, by means 
of the pawl and ratchet wheel, turns the screw, thereby 
moving outward the inside end of back cylinder lever, 
which takes up about one-thirty-second of an inch of 
piston travel. When new brake shoes are applied the 
screw should be turned back sufficiently to let out the 
travel to about what it was before the new shoe was 
applied. 

The Gould slack adjuster is also a mechanical 
device which works, however, on the ratchet princi- 
ple and without any use of the air pressure, as will 
clearly be seen by reference to the accompanying 
engraving. 



Fig. 2. ^^ 

Gould Brake-Slack Adjuster. 

The advantages to be gained by the application of 
any efficient brake-slack adjuster to cars or locomotive 
tenders are of considerable importance. 

Their use will keep the piston travel of all the brake 
cylinders uniform, thus insuring maximum pres- 
sure of the brakes and permitting better stops to be 
made and preventing serious shocks which usually 
cause damage of some nature. Anything which 
tends toward the efficiency of the brakes reduces the 
waste of air and accordingly reduces the requirements 
placed upon the air pump, thereby lessening the cost 
of pump repairs. 



LOCOMOTIVE GLOBE VALVES, RELIEF 
VALVES, ETC. 

Fig. 1 shows the ordinary construction of either 
globe or angle valves for locomotive use. The par- 
ticular valve here shown is designed for service where 
an all-metal valve is required, and is claimed to be 
especially adapted for high steam pressures and to 
withstand "wire drawing," being made with a flat 




Fig. 1. 
Standard Heavy Locomotive Globe Valve. 

seat. The projection under the disc protects the seat 
from dirt and from the cutting action of the steam 
when the valve is partly open, and also serves as a 
guide when re-grinding is necessary. 

To re-grind one of these valves, remove the disc from 
the stem and grind it with a temporary holder screwed 
into it. 

(371) 



372 



LOCOMOTIVE APPLIANCES. 



THE CROSBY SPRING SEAT VALVE, 

This valve is shown in Fig. 2, which repre- 
sents the valve with a section of the body removed 
in order to show its internal design. A is the 
upper disc, in which a a represents the seat with 
its conical depression terminating in an annular 
groove of considerable depth. C shows the valve 
body, whereon at b b, in the valve seating B, is con- 
structed a conical seat having in the center a similar 




Fig. 2. 
Crosby Spring-Seat Valve. 

groove. These seats have greater contact surface, 
and by means of the central grooves have greater 
resilient action, which permits them to shut tight and 
remain so. This novel characteristic prevents them 
from jamming when the valve is closed, and leaves 
them free to accommodate themselves to any variation 
of temperature. When partially open, it is claimed 
that the out-rushing steam or water does not abrade 



LOCOMOTIVE APPLIANCES. 



373 



their surfaces, as ordinarily happens with ordinary 
valves. 

THE HOMESTEAD STRAIGHT-WAY VALVE. 

This valve is so constructed that when it is 
closed it is at the same time forced firmly to 
its seat. This result is secured by means of 
the traveling cam A through which the stem passes. 
The cam is prevented from turning with the stem 
by means of the lugs B, which move vertically 
in slots. Supposing the valve to be open, the 
cam will be in the lower part of the chamber in 




Fig 3 
Homestead Straight-Way Valve. 

which it is placed, and the plug will be free to be easily 
moved. A quarter of a turn in the direction for 
closing it causes the cam to rise and take a bearing on 
the upper surface of the chamber, and the only effect 
of further effort to turn the stem in that direction is to 
force the plug more firmly to its seat. A slight motion 
in the other direction immediately releases the cam 
and the plug turns easily, being arrested at its proper 
open position by contact of the fingers of the cam at 
the other end of its travel. E y D, D, are balancing 
parts. This valve forms a very efficient blow-off 



374 



LOCOMOTIVE APPLIANCES. 



valve where an automatic valve is not desirable (see 
chapter on Boiler Cleaners). 

STEAM CHEST VACUUM VALVES. 

The purpose of these valves is to permit air to 
enter the steam chest and thence the locomotive 
cylinder when the engine is "drifting" or running with 
steam shut off. 

These valves are often termed "relief valves," but 
should more properly be known as vacuum relief 




Fig. 4. 
Steam Chest Vacuum or Air Relief Valve. 

valves or suction valves, one type of which is shown in 
the engraving, Fig. 4. 

Inasmuch as it is well known that the steam chest 
pressure may at times become very great when a loco- 
motive at speed is reversed and the throttle not opened, 
many railroads use a combined vacuum and pressure 
relief valve, as shown in Fig. 7, on all steam chests. 
It is hardly necessary to describe in detail the pressure 
relief valve thus used, as its principle is identical with 
that of the locomotive pop safety valve, which is fully 
described and illustrated elsewhere in this volume. 
If, in place of the cap shown in the vacuum relief 



LOCOMOTIVE APPLIANCES. 



375 



valve here illustrated, a pop safety valve should be 
screwed, the result would be a combined vacuum and 
pressure relief steam-chest valve. The pressure 
spring is usually adjusted to an amount slightly in 
excess of the boiler pressure to avoid its blowing when 
the locomotive is working hard and under full 
pressure. 

Two forms of pressure relief valve are shown in 
Figs. 4 and 5. 



RICHARDSON RELIEF VALVE. 

In order to obtain the best results from valves 
(especially balanced valves) on locomotives, a relief 
valve should be placed in the steam chests for the 




Fig. 5. 

The Richardson Vacuum Relief Valve. 



purpose of admitting clean air from the outside atmos- 
phere, and thereby preventing a vacuum being formed 
in the steam chests and cylinders when the engine is 
running with steam shut off; otherwise air from the 



376 LOCOMOTIVE APPLIANCES. 

smoke-box, charged with hot gases, dust and cinders, 
will be drawn into the chests and cylinders through 
the exhaust ports, burning up all oil and cutting and 
grinding the valves and valve seats. 

The valve here shown by Fig. 5 can be used with 
much benefit with any slide valve. It is made extra 
heavy, to stand wear, and the curved valve wings are 
so arranged that the valve in closing always finds a 
new seat, thus keeping itself tight. 

BLACKALL RELIEF VALVE, FOR USE ON 
LOCOMOTIVES. 

This valve is placed on a locomotive at any point 
between the throttle valve and slide valve, preferably 
upon the steam chest, where it will have a free and 
open communication with the steam pipes of the 
engine only. It is designed to prevent the accumula- 
tion of pressure in the pipes or boiler of a 
locomotive if engine is suddenly reversed 
while moving forward, as is frequently 
the case. The valve is adjusted to open 
at a slightly higher pressure than the 
maximum pressure carried on the boiler, 
but below the pressure required to pro- 
fig. 6. duce a rupture of parts, and will permit 
v?ive k for yse ie on the excess of air pressure to escape 
Locomotives. f rom f. ne S ( eam pipes, and thereby pre- 
vent any undue pressure being generated by the 
cylinders. A uniform pressure of air will be main- 
tained within the limit of safety, which will supply 
resistance to the pistons and overcome the momen- 
tum of the train, and perform the functions of an 










LOCOMOTIVE APPLIANCES. 



377 



automatic air brake on the drivers, and stop the 
train. By the use of this device engines can l)e 
reversed suddenly while running at a high rate of 
speed, without strain or damage to any portions of 
the machinery or boiler. 



RICHARDSON COMBINED PRESSURE AND VACUUM 

RELIEF VALVE. 

This valve (Fig. 7) is designed to be placed in the 
steam chest to automatically supply clean air to the 
cylinders through the air-valve A when engine is 




Fig. 7. 
Richardson Combined Pressure and Vacuum Relief Valve. 

running shut off, and thus furnishes a free supply of 
air from the outside instead of its being sucked in 



.378 LOCOMOTIVE APPLIANCES. 

from the smoke-box laden with hot gases and cinders 
which lap all oilfrom the valves and seats. 

The pressure relief valve B performs a very valua- 
ble function in preventing the dangerous accumula- 
tion of pressure in the steam chest and dry-pipe and 
oftentimes the breaking of same when the engine is 
suddenly reversed. The valve is set to open at a 
pressure slightly above the maximum boiler pressure, 
and will allow any excess of pressure to escape to the 
atmosphere, yet will maintain in the cylinders a 
uniform pressure of air within the limits of safety 
when running forward after reversing, and thus 
supply resistance to the pistons and overcome the 
momentum of the train, and perform the functions of 
an automatic air brake in assisting to stop the train. 
By using this valve an engine may be suddenly 
reversed while running at high speed without strain 
o] damage to any portion of the machinery or boiler. 






LOCOMOTIVE BOILER COVERINGS. 

The extent of heat losses occurring by radiation 
from a modern locomotive boiler under service con- 
ditions has long been a matter of speculation. There 
have been investigations to determine the radiation 
from pipes and other steam-heated surfaces, usually 
within buildings, but, until recently, there have been 
no tests which would disclose the effect of the air 
currents such as, at speed, circulate about the boiler of 
a locomotive. 

From such service tests it has been determined that 
a perfectly bare boiler would lose about ten per cent, of 
the total power of the machine, which would amount 
to nearly one thousand dollars per year on a large 
high-pressure locomotive, but that by properly cover- 
ing about two-thirds of the exposed surface of boiler 
and fire-box over sixty per cent, of this loss may be 
prevented. 

Thus it would appear to be a matter not undeserv- 
ing the attenion of practical railroad men to know 
that by this means alone over half a million dollars 
per year may be saved on a railway system having 
one thousand locomotives. 

An eminent professor states that "the best insulat- 
ing substance known is air confined in minute par- 
ticles or cells, so that heat cannot be removed by 
convection." He also states that "no covering can 
equal or surpass that of perfectly still and stagnant 
air, and the value of most insulating substances 

(379) 



380 



LOCOMOTIVE APPLIANCES. 



depends upon the power of holding minute quantities 
in such a manner that circulation cannot take place." 

The covering used on a boiler is often termed lag- 
ging, from the custom when wood covering was used. 

Wood lagging when first applied, and if the work- 
manship is good, is a good heat insulator; but it is 
quite impossible to obtain thoroughly dry lumber for 
this purpose, and the result is that after it has been 
subjected to the temperature of the boiler for a longer 




Fig. 1. 
Manner of Covering a Locomotive Boiler with Sectional Lagging. 

or shorter time the wood shrinks and the joints open, 
and the wood is charred and rattles from place and 
soon becomes of little use as an insulator. For this 
reason the use of wood lagging, long so universally 
practiced in this country, is being largely abandoned 
for other more fibrous material which does not warp 
and shrink, but retains its original form after con- 
tinued use. 



LOCOMOTIVE APPLIANCES. 



381 



A large number of manufactured boiler coverings 
are composed in part or whole of asbestos or magnesia. 

Asbestos is a fibrous mineral, and one of Nature's 
unique products. It is found in various parts of the 
world and usually occurs in narrow veins or seams. 
When treated mechanically it yields soft, white, 




BINDING 

WIRE 



CABLE" 



Asbestos Fire -Felt 
Locomotive Lagging. 

H.W.Johns Wf^C Co. 



Fig. 2. 
Method of Securing Sectional Lagging to the Boiler. 

delicate and exceedingly strong fibres, which can be 
spun, woven and otherwise manufactured into many 
useful articles. In addition to its fire-proof qualities, 
it is also acid proof and practically indestructible 
except from abrasion. 

Fig. 1 shows a locomotive boiler undergoing the 
process of covering with a form of manufactured 



382 LOCOMOTIVE APPLIANCES. 

covering known as sectional lagging. From Fig 2 
the details of its application may be readily und y 
stood. 

When it is such general practice in stationary and 
marine engineering to cover every particle of exposed 
steam pipe it would seem much more important to do 
so on a rapidly moving locomotive where the resulting 
radiation is very much greater. 




Fig. 3. 

Asbestos Covering for Steam Pipes. 

Asbestos covering, as shown in Fig. 3, for steam 
supply pipes to the air pump, train heating system, 
electric headlight, etc., is gradually but surely coming 
into use., 



THE STEAM ENGINE INDICATOR. 

The degree of excellence to which the locomotive 
and other steam engines has been brought is very 
largely due to the use of the indicator. A careful 
study and comparison of indicator diagrams taken 
under different speeds, pressures,- and with various 
cut-offs furnishes the only means of showing the 
action of steam in the cylinder and of gaining a defi- 
nite knowledge of the various changes of pressure 
that take place therein. 

An indicator diagram is the result of two motions^ 
namely: a horizontal movement of the paper in exact 
correspondence with the movement of the piston, and 
a vertical movement of the pencil in exact ratio to the 
pressure exerted in the cylinder of the engine. Con- 
sequently, it represents by its length the stroke of the 
engine on a reduced scale, and by its height at any 
point the pressure on the piston at a corresponding 
point in the stroke. The shape of the diagram 
depends altogether upon the manner in which the 
steam is admitted to and released from the cylinder of 
the engine. The variety of shapes given from differ- 
ent engines, and by the same engine under different 
circumstances, is almost endless, and it is in the 
intelligent and careful measurement of these that the 
true value of the indicator is found; and no loco- 
motive or stationary engineer should be without a 
knowledge of the principles and uses of this ingenious 
device and able to properly read an indicator diagram. 

(383) 



384 LOCOMOTIVE APPLIANCES. 

A diagram shows the pressure acting on one side of 
the piston only during both the forward and return 
stroke, whereon all the changes of pressure may be 
properly located, studied and measured. To show 
the corresponding pressures on the other side of the 
piston, another diagram must be taken from the 
other end of the cylinder. When the three-way cock 
is used, the diagrams from both ends are usually 
taken on the same paper. 

To obtain trustworthy results on high-speed 
engines, an indicator must have extreme lightness, 
a nice adjustment of all the moving parts and fine 
workmanship; to these indispensable qualities should 
be added simplicity of construction and convenience 
of manipulation. 

THE CROSBY STEAM ENGINE INDICATOR. 

This indicator is designed to meet the requirements 
of modern steam engineering practice. The high- 
speed system of construction in locomotives and 
steam engines which greatly prevails to-day renders 
the older type of indicator well-nigh useless. Many 
details which gave little trouble at low speeds cause 
errors under the present requirements which seriously 
affect the results. 

Fig. 1 shows a general view of the Crosby indicator, 
while the illustration in Fig. 2 is a sectional view 
showing the design and arrangement of the parts. 

Referring to Fig. 2, part 4 is the cylinder proper, in 
which the movement of the piston takes place. It is 
made of a special alloy, exactly suited to the varying 
temperatures to which it is subjected, and secures to 



LOCOMOTIVE APPLIANCES. 



385 



the piston the same freedom of movement with high 
pressure steam as with low; and as its bottom end is 
free and out of contact with all other parts, its longi- 
tudinal expansion or contraction is unimpeded and no 
distortion can possibly take place. 

Between the parts 4 and 5 is an annular chamber, 
which serves as a steam jacket; it will always be filled 
with steam of nearly the same temperature as that in 
the cylinder. 




Fig. 1. 

The Crosby Indicator. 

The piston 8 is formed from a solid piece of the 
finest tool steel. Its shell is made as thin as possible 
consistent with proper strength. It is hardened to 
prevent any reduction of its area by wearing, then 
ground and lapped to fit (to the ten-thousandth part of 
an inch) a cylindrical gauge of standard size. Shallow 
channels in its outer surface provide a steam packing, 
and the moisture and oil which they retain act as 
lubricants and prevent undue leakage by the piston. 
The transverse web near its center supports a central 

25 



386 



LOCOMOTIVE APPLIANCES. 



socket, which projects both upward and downward; 
the upper part is threaded inside' to receive the lower 
end of the piston rod; the upper edge of this socket is 
formed to fit nicely into a circular channel in the 
under side of the shoulder of the piston-rod when they 
are properly connected. It has a longitudinal slot 
which permits the ball bearing on the end of the 
spring to drop to a concave bearing in the upper end 
of the piston screw 9 which is closely threaded into 




Fig. 2. 

The Crosby Indicator. 

(Sectional View.) 

the lower part of the socket; the head of this screw is 
hexagonal and may be turned with the hollow wrench 
which accompanies the indicator. 

The piston rod 10 is of steel, and is made hollow 
for lightness. Its lower end is threaded to screw into 
the upper socket of the piston. Above the threaded 
portion is a shoulder having in its under side a circular 
channel formed to receive the upper edge of the socket 
when these parts are connected together. When 






LOCOMOTIVE APPLIANCES. 387 

making this connection the piston rod should be 
screwed into the socket as far as it will go; that is, 
until the upper edge of the socket is brought firmly 
against the bottom of the channel in the piston rod. 
This is very important, as it insures a correct align- 
ment of the parts and a free movement of the piston 
within the cylinder. 

The swivel head 11 is threaded on its lower half 
to screw into the piston rod more or less-, according to 
the required height of the atmospheric line on the 
diagram. Its head is pivoted to the piston rod link of 
the pencil mechanism. 

The cap 2 screws into the top of the cylinder and 
holds the sleeve and all connected parts in place. Its 
central hole is furnished with a hardened steel bush- 
ing which forms a durable and sure guide to the 
piston rod. On its under side are two threaded por- 
tions. The lower and smaller projection is screw- 
threaded outside to engage with the like threads in the 
head of the spring and hold it firmly in place. The 
upper and larger projection is screw-threaded on its 
lower half to engage with the light threads inside the 
cylinder; the upper half of this larger projection — 
being the smooth, vertical portion — is accurately 
fitted into a corresponding recess in the top of the 
cylinder, and forms thereby a guide by which all the 
moving parts are adjusted and kept in correct align- 
ment, which is very important, and is impossible to 
secure by the use of screw threads alone. 

The sleeve 3 surrounds the upper part of the cylin- 
der and supports the pencil mechanism. It turns 
Around freely, and is held in place by the cap. The 
handle for adjusting the pencil point is threaded 



388 LOCOMOTIVE APPLIANCES. 

through the arm and in contact with a stop-screw in 
the plate 1 may be delicately adjusted to the surface 
of the paper on the drum. It is made of hard wood, in 
two sections; the inner one may be used as a lock-nut 
to maintain the adjustment. 

The pencil mechanism is designed to afford suffi- 
cient strength and steadiness of movement with the 
utmost lightness, thereby eliminating as far as 
possible the effect of momentum, which is especially 
troublesome in high speed work. Its fundamental 
kinematic principle is that of the pantograph. The 
fulcrum of the mechanism as a whole, the point of 
attachment to the piston rod and the pencil point are 
always in a straight line. This gives to the pencil 
point a movement exactly parallel with that of the 
piston. The movement of the spring throughout its 
range bears a constant ratio to the force applied and 
the amount of this movement is multiplied six times at 
the pencil point. 

Springs. — In order to obtain a correct diagram, the 
movement of the pencil of the indicator must be 
exactly proportional to the pressure per square inch 
on the piston of the steam engine at every point of the 
stroke; and the velocity of the surface of the drum 
must bear at every instant a constant ratio to the 
velocity of the piston. These two essential condi- 
tions have been attained to a great degree of exactness 
in the Crosby indicator by a very ingenious con- 
struction and nice adaptation of both its piston and 
drum springs. 

The piston spring is of unique and ingenious 
design, being made of a single piece of the finest 
spring steel wire, wound from the middle into a double 



: 



I 



LOCOMOTIVE APPLIANCES. * 389 

coil, the spiral ends of which are screwed into a brass 
head having four radial wings with spirally drilled 
holes to receive and hold them securely in place. 

Adjustment is made by screwing them into the 
head more or less until exactly the right strength of 
spring is obtained, when they are there firmly fixed. 
At the bottom of the spring — in which lightness is of 
great importance, it being the part subject to the 
greatest movement — is a small steel bead firmly 
attached to the wire. This reduces the inertia and 
momentum at this point to a minimum, whereby a 
great improvement is effected. This bead has its 
bearing in the center of the piston, and in connection 
with the lower end of the piston rod and the upper end 
of the piston screw 9 (both of which are concaved to 
fit), it forms a ball and socket joint which allows the 
spring to yield to pressure from any direction without 
causing the piston to bind in the cylinder, which is 
liable to occur when the spring and piston are rigidly 
united. 

The testing of the spring. — The rating or measure- 
ment of the springs is determined with great care and 
accuracy by special apparatus. The pressure test is 
made by the direct action of the steam in the cylinder 
of the indicator and in a mercury column, simul- 
taneously operating with a capacity of three hundred 
pounds pressure per square inch. Suitable and 
ingenious electrical apparatus is so combined with 
these mercury columns that the ordinary division in 
inches of vacuum and in pounds pressure, respect- 
ively, are automatically marked on the test card on 
the indicator drum as the test of the spring proceeds. 
Each spring is tested in pressure to twice the capacity 



390 LOCOMOTIVE APPLIANCES. 

marked on the same. This method of testing pressure 
springs has been in use for several years and has been 
demonstrated to be the best system for accuracy. 

The drum spring 31 is a short spiral spring, thus 
greatly reducing the f rictional resistance. 

If the conditions under which the drum spring 
operates be considered, it will readily be seen that at 
the beginning of the stroke, when the cord has all the 
resistance of the drum and spring to overcome, the 
latter should offer less resistance than at any other 
time; in the beginning of the stroke in the opposite 
direction, however, when the spring has to overcome 
the inertia and friction of the drum, its energy or 
recoil should be greatest. 

This drum spring, being a short spiral having no 
friction, has a quick recoil. At the beginning of the 
forward stroke it offers to the cord only a very slight 
resistance, which gradually increases by compression 
until at the end its maximum is reached. At the 
beginning of the stroke in the other direction its 
strength and recoil are greatest at the moment when 
both are most needed, and gradually decrease until 
the minimum is reached at the end of the stroke. 
Thus, a nearly uniform stress on the cord is main- 
tained throughout each revolution of the engine. 

The drum 24 and its appurtenances, except the 
drum spring, are similar in design and function to 
like parts of other indicators and need not be particu- 
larly described. All the moving parts are designed 
to secure sufficient strength with the utmost lightness, 
by which the effect of inertia and momentum is 
reduced to the least possible amount. 

The Crosby indicator is made with a drum one and 



LOCOMOTIVE APPLIANCES. 391 

one-half inches in diameter, this being the correct size 
for high speed work, and answering equally well for 
low speeds. If, however, the indicator is to be used 
only for low speeds and a longer diagram is preferred, 
it can be furnished with a two-inch drum. 

All improved Crosby indicators are changeable, 
from right-hand to left-hand instruments, if occasion 
requires. 

TABOR STEAM ENGINE INDICATORS. 

The steam engine indicators that have come into 
prominent use have one essential plan of construction. 
There is a steam cylinder and a paper drum. The 
steam cylinder is designed to connect with the interior 
of the engine cylinder and to receive steam whenever 
the engine receives it. A piston, which is enclosed in 
the indicator steam cylinder, communicates motion to 
a pencil arranged to move in a straight line, the 
amount of movement being limited by the tension of 
a spiral spring against which the piston acts. The 
paper drum is a cylindrical shell mounted on its axis, 
and is made to turn forward and backward by a 
motion derived from the cross-head of the engine. A 
sheet of paper or card, as it is named, is stretched 
upon the drum, and the pencil is brought to bear upon 
it. In this manner the instrument traces upon the 
paper a figure outline, termed the indicator diagram, 
which is the object sought. Since the motion of the 
paper drum is made to coincide with that of the piston 
of the engine, and the height to which the pencil rises 
varies according to variations in the force of the 
steam, the indicator diagram presents a record of the 



392 LOCOMOTIVE APPLIANCES. 

pressure of steam in the engine cylinder at every 
point of the stroke. 

To obtain well-defined diagrams with instruments 
of this description, it has been found desirable to 
employ a spring of high tension, so as to permit but a 
small movement of the piston. That a suitable 
height of the diagram may be obtained, this plan 
requires the multiplication of the movement of the 
piston. In the means that are employed for accom- 
plishing this result, still preserving a straight line 
movement, the various forms of indicators that have 
been extensively used find their essential differences. 

The Richards indicator, the first instrument of this 
kind that came into use, depended for the multiplica- 
tion of the movement upon two levers, pivoted at 
opposite ends, and connected by a bar carrying the 
pencil. One of the levers at a point near the pivoted 
end received the motion of the piston. The use of this 
indicator upon engines running at high speed showed 
that the momentum of the multiplying device pro- 
duced a disturbance in the action of the instrument 
which made the diagram inaccurate. 

The object sought by the inventor of the Tabor 
indicator was to better adapt the instrument to the 
attainment of smooth and accurate diagrams at high 
speeds. He endeavored to provide a movement 
having such few parts, and those of such light weight, 
that a quick response to the action of the steam pres- 
sure should occur at any speed liable to be met in 
practice. The employment of high speeds is now of 
frequent occurrence on stationary and marine 
engines, and suitable provisions for indicating in 
those cases have become a recognized necessity. 



LOCOMOTIVE APPLIANCES. 



393 



Description. — A prominent feature of the Tabor 
indicator lies in the means employed to communicate 
a straight-line movement to the pencil. A stationary 
plate containing a curved slot is firmly secured in an 
upright position to the cover of the steam cylinder. 
This slot serves as a guide and controls the motion of 
the pencil bar. The side of the pencil bar carries a 




Fig. 1. 
Tabor Indicator Fitted with Drum Stop Attachment. 

roller which turns on a pin, and this is fitted so as to 
roll freely from end to end of the slot. The curve of 
the slot is so formed, and the pin attached to such a 
point, that the end of the pencil bar which carries the 
pencil moves up and down in a straight line when 
the roller is moved from one end of the slot to the other. 
The curve of the slot just compensates the tendency of 



394 LOCOMOTIVE APPLIANCES. 

the pencil point to move in a circular arc, and a 
straight-line motion results. The outside of the 
curve is nearly a true circle, with 'a radius of one inch. 

The steam cylinder and the base of the paper drum 
are made in one casting. Inside the steam cylinder is 
a movable lining cylinder within which the piston of 
the indicator works. This cylinder is attached by 
means of a screw-thread at the bottom, and openings 
on opposite sides at the top are provided for the intro- 
duction of a tool for screwing it in or out. Openings 
through the sides of the outer cylinder are provided to 
allow the steam which leaks by the piston to escape. 

The pencil mechanism is carried by the cover of the 
outside cylinder. The cover proper is stationary, but 
a nicely fitted swivel plate, which extends over nearly 
the whole of the cover, is provided, and to this plate 
the direct attachment of the pencil mechanism is 
made. By means of the swivel plate the pencil 
mechanism may be turned so as to bring the pencil 
into contact with the paper drum, as is done in the act 
of taking a diagram; this pencil mechanism is 
attached to the swivel by means of the vertical plate 
containing the slot which has been referred to, and a 
small standard placed on the opposite side of the 
swivel for connecting the back link. The slotted 
plate is backed by another plate of similar size, which' 
serves to receive the pressure brought to bear on the 
pencil bar when taking diagrams, and to keep the 
pencil bar in place. The pencil mechanism consists 
of three pieces: the pencil bar, the back link, and the 
piston rod link. The two links are parallel with each 
other in every position they may assume. The 
lower pivots of these links and the pencil point are 



LOCOMOTIVE APPLIANCES. 395 

always in the same straight line. If an imaginary 
link be supposed to connect the two in such a manner 
as to be parallel with the pencil bar, the combination 
would form an exact pantograph. The slot and roller 
serve the purpose of this imaginary link; the connec- 
tion between the piston and the pencil mechanism is 
made by means of a steel piston rod. At the upper 
end, where it passes through the cover, it is hollow, 
and has an outside diameter measuring three- 
sixteenths of an inch. At the lower end it is solid, 
and its diameter is reduced. It connects with the 
piston through a ball-and-socket joint. The socket 
forms an independent piece, which fits into a square 
hole in the center of the piston, and is fastened by 
means of a central stem provided with a screw, which 
passes through the hole and receives a nut applied 
from the under side. The nut has a flat-sided head, 
so as to be readily operated with the fingers. A 
number of shallow grooves are cut upon the outside of 
the piston to serve as a so-called water packing. 

One of the most important features of an indicator 
is its parallel motion. The correctness of the'parallel 
motion of the Tabor indicator is such that at all times, 
and at every point on the diagram within the reach of 
the pencil point, the extreme end of the pencil bar will 
record a vertical travel or movement of just five times 
that of the indicator piston. 

The springs used are of the duplex type, made of 
two spiral coils of wire, strongly held at their ends in 
brass fittings. The wires are so mounted that the 
ends of each coil are connected on opposite sides of the 
fitting. This arrangement equalizes side strain on 
the spring, and insures the piston moving central in 



396 LOCOMOTIVE APPLIANCES. 

the cylinder, thus avoiding excessive friction caused 
by a single coil spring, in forcing the piston against 
the side of the cylinder. The threads by which the 
spring is connected are cut on the inside of its fittings, 
and suitable threaded projections on the under side 
of the cover and on the upper side of the piston, 
respectively, are provided for securing the spring in 
place. These springs are adjusted under steam 
pressure, and are, consequently, correct only when 
used with steam. 

The paper drum turns on a vertical steel shaft, 
secured at the lower end to the frame of the indicator. 
This drum is supported at the bottom by a carriage, 
which has a long vertical bearing on the shaft. It is 
guided at the top by the same shaft, which is length- 
ened for this purpose, the drum being closed in at the 
top and provided with a central bearing. The drum 
is held in place by a close fit in the usual manner, and 
is easily removed by the hand when desired. Stops 
are provided on the inside of the drum at the bottom, 
with openings in the outside of the carriage to corre- 
spond, so as to prevent the drum from slipping. These 
are so placed that the position of the drum may be 
changed so as to take diagrams in the reverse position 
of the pencil mechanism, when so desired. The drum 
is made of thin brass tubing, so as to be extremely 
light. Spring clips are attached to the drum for hold- 
ing the paper. 

The drum carriage projects below the lower end of 
the drum, where it is provided with a groove for the 
reception of the driving cord. This groove has 
sufficient width for two complete turns of the cord. 
The drum spring, by which the backward movement 






LOCOMOTIVE APPLIANCES. 397 

of the drum is accomplished, consists of a flat spiral 
spring of the watch spring type, placed in a cavity 
under the drum carriage encircling the bearing. It is 
attached at one end to the frame below, and at the 
other end to the drum carriage. In its normal position 
the drum carriage is kept against a stop by means of 
the pull of the spring. The lower hub of the drum 
carriage rests directly on the spring case, while the 
opposite hub is in contact with a knurled thumb nut 
screwed and pinned to the central drum shaft. This 
thumb nut serves as a convenient means for winding 
or unwinding the paper drum spring, as by loosening 
the thin hexagon nut on the under side of the arm to 
which the spring case is secured by it, the thumb nut 
can then be turned in either direction until just the 
desired tension of the spring is obtained, when the 
thin nut should again be firmly tightened. 

A simple form of carrier pulley serves to guide the 
driving cord on to the drum from any direction. A 
single pulley is mounted within a circular perpen- 
dicular plate, and the hole in the center of which 
coincides with the center of the driving cord with the 
periphery of the pulley. The plate can be turned 
about its center so as to swing the pulley into any 
desired angular position, and thereby lead the cord 
off in any desired direction. The plate is held by a 
circular frame, which serves also as a clamp, and the 
pulley is fixed in position by the use of the same nut 
which secures the frame to the pulley arm. 

The instrument is attached by means of a coupling 
having but one thread. It is simple, like a common 
pipe coupling, and is operated by simply turning it in 
the proper direction, without exercising that care 



398 LOCOMOTIVE APPLIANCES. 

which the use of couplings having double threads 
requires. The indicator cock is provided with a stop 
so as to turn only the ninety degrees needed for open- 
and shutting. A complete revolution of the cock is 
impossible. 

The pressure of the pencil on the paper drum is 
regulated by means of a screw which passes through 
a projection on the slot plate, and strikes against a 
small stop provided for the purpose and secured to the 
frame. This screw is operated by a handle of suffi- 
cient size to be readily worked by the ringers, which 
also serves as a handle for turning the pencil mech- 
anism back and forth, as is done in the act of taking 
diagrams. The screw, with handle, may be intro- 
duced and worked from either skL, so as to 
use the pencil mechanism on either side of the 
paper drum. 

The end of the pencil bar is shaped in the form of a 
thin tube for the reception of the pencil lead or metallic 
marking point. The tube is split apart on the side 
and yields to the slight pressure required to introduce 
the pencil from either side, so as to mark on either 
side of the paper drum desired. 

Ashcroft Reducing Wheels. — To insure an accurate 
reduction of the stroke of an engine to the desired 
length of the indicator diagram to be taken therefrom, 
a reliable reducing motion is essential. Various 
modifications of the pendulum lever, pantographs 
and other combinations are employed to accomplish 
this result, often with accuracy when they are used 
under favorable conditions. The "wheel" has proved 
a much more reliable and satisfactory reducing 
motion than any of the other kinds, and during the 






LOCOMOTIVE APPLIANCES. 



399 



last few years it has, to a great extent, superseded all 
other devices for the same purpose. 

The illustration herewith. Fig. 2, represents an 
independent reducing wheel motion, so made that 
it can be applied not only to Tabor but other indi- 
cators. 

The device consists of a base K 7 with two standards 
for the bearings for the worm shaft R. The base is 




Fig. 2. 
Ashcroft Reducing Wheel. 

extended to provide a support for the worm gear disc 
G, to which the cord E from the indicator paper drum 
is secured in a manner as illustrated. A pulley 0, of 
suitable diameter for the stroke of the engine, is 
loosely mounted on the worm shaft R, to which pulley 
one end of the separate driving cord C is secured, the 
other end of the cord being connected either direct to 
the engine cross-head to a standard bolted thereto, or 



400 LOCOMOTIVE APPLIANCES. 

to any other part of the engine having a coincident 
motion. From whatever point selected for attaching 
the cord, it is necessary that the cord run in a line 
practically parallel with the travel of the engine cross- 
head for a distance of at least the length of the engine 
stroke. 

A small flat coil spring, located in the spring case 
D, is connected to the pulley O by means of a disc (not 
shown in illustration) for the sole purpose of rewind- 
ing upon the pulley the slack cord that would other- 
wise occur during the inward stroke of the engine. 
When in operation the entire mechanism is returned 
to its normal position at the termination of the inner 
stroke of the engine at each revolution, by the action 
of the spring inside the paper drum of the indicator. 
When ready to operate, and just before engaging the 
clutch by means of swivel collar U, the knurled disc 
on top should be turned around slightly to advance 
the paper drum of the indicator sufficiently to avoid 
the drum striking against its stop upon its return 
motion. 

Drum Stop Attachment. — This attachment is 
shown in Fig. 1, and is for the purpose of starting and 
stopping the indicator paper drum at all times without 
unhooking the actuating cord. It consists of an arm 
attached to a part of the indicator by a screw. A 
slide is adjustable on the arm, and upon it is mounted 
a cord pulley for directing the actuating cord around 
the paper drum of the indicator. Said slide can be 
instantly secured in any desired position on the arm 
by the thumb nut and washer. 

The manner of connecting and operating the 
attachment is as follows: The actuating cord from 



LOCOMOTIVE APPLIANCES. 401 

any ordinary form of reducing motion connected with 
the engine is passed around the cord pulley, thence on 
the paper drum of the indicator. When the slide is at 
its inner position no motion will be transmitted to the 
paper drum, but by taking hold of the thumb nut and 
moving the slide outward on the arm, it will cause the 
paper drum to rotate back and forth in the usual way 
while taking a card. At any convenient position on 
the actuating cord there is superposed a rubber band 
for the purpose of taidng care of any slack in the cord 
when the slide is at its extreme inner position and 
paper drum at rest, thus avoiding any unhooking 
of the actuating cord during the time of operating the 
indicator in making tests. 

Electric Attachment. — In making complete and 
reliable tests of steam power from any and all classes 
of engines, wherever it is necessary to use two or more 
indicators for the purpose, it requires some convenient 
and rapid means of operating them so that all cards 
taken at any particular stroke of the engine will 
commence and leave off in the same interval of time. 
The cut represents a simple electrical attachment as it 
is applied to the Tabor indicator for this purpose to 
enable the operator to produce diagrams from one or 
more indicators simultaneously during the same 
stroke of the engines, and from any number of cylin- 
ders by simply pressing a button arranged to close 
the electrical circuit. 

The attachment consists of a magnet support *S, 
which is clamped to the body of the indicator and held 
in place by the set-screw E. A magnet M is secured 
to the support, also binding screws G and spring D. 
An armature A is mounted on the rod B, and adjusted 

26 



402 



LOCOMOTIVE APPLIANCES 



to coincide with the magnet M, and then secured to the 
rod B by the small set-screw in the armature for that 
purpose. The rod B is screwed into the upright on 
the swivel plate of the indicator, and any movement of 
the armature A produces a similar movement of the 
pencil toward or from the paper drum. The spring D 




Fig. 3. 

Tabor Indicator Fitted with Houghtaling Reducing Motion 
and Electric Attachment. 

is for the purpose of holding the armature within the 
field of the magnet before the current is established, 
and also to quickly release it when the current from 
the battery is broken. 

The improved device is easily attached to or 
detached from the indicator in a few seconds. By 



LOCOMOTIVE APPLIANCES. 



403 



removing the cap that supports the pencil movement 
of the indicator and slackening the set-screw E of the 
support S, the attachment is readily removed. Its 
connection with the indicator does not in any way 
interfere with the usual speedy and convenient means 
of adjusting the diagram paper to, or removing it 
from, the paper holding drum, or the changing of a 
spring in the instrument. It can be used on either 
right-hand or left-hand indicators with equal facility 
by reversing the magnet support S and the magnet.M, 
the latter being secured to its supporting shelf by two 
small screws. Any one of the well-known batteries in 
the market (either dry or liquid) will be ample to 
operate a single indicator where the circuit is short. 

THE THOMPSON STEAM ENGINE INDICATOR. 

The original Thomp- 
son indicator was pat- 
ented in 1875, but has 
been considerably im- 
proved upon from time 
to time. 

The radical improve- 
ments, as made in the 
old style Thompson 
indicator, consist of 
lightening the moving 
parts, substituting 
steel screws in place 
of taper pins, using a 
very light steel link in- 
stead of a large brass 

One, reducing the FlQ> L The Thom psoii Indicator. 




404 



LOCOMOTIVE APPLIANCES. 



weight of the pencil lever, also weight of squares 
on trunk of piston and lock-nut on end of spindle, 
and increasing the bearing on connection of 
parallel motion. By shortening the length and 
reducing the actual weight of the paper cylinder 
just one-half, and by shortening the bearing on 
spindle, also lowering the spring casing to a nearer 




Fig. 2. 

The Thompson Indicator. 

(Sectional View. ) 

plane to that in which the cord runs, the momentum 
of the paper cylinder has been reduced to a very small 
amount. All of these improvements have lessened 
the amount of friction, which was heretofore very 
small, but is now reduced to a minimum; and further- 
more, they tend to improve, on the whole, an instru- 
ment whose principle has always been of undoubted 
correctness. 



LOCOMOTIVE APPLIANCES. 



405 



READING INDICATOR DIAGRAMwS. 

While the diagram is solely a graphic representa- 
tion of the pressure in the cylinder, and only one side 
of the cylinder, still by a knowledge of the various 
operations of the locomotive slide valve much valuable 
information is gained. 

In the diagram, Fig. 1, the line D D is the atmos- 
pheric line, and is made by setting the indicator drum 
in motion when there is no connection open between the 
locomotive cylinder and the indicator piston. The 
pressures indicated by lines above and below this line 
from which measurements are taken are those above 




-or below atmospheric pressure. The line V V is the 
zero line fourteen and seven-tenths pounds below line 
D D, and drawn by hand after the card is taken. A C 
is the "admission line." Steam is first admitted to the 
cylinder at C, hence that is called the "point of admis- 
sion." A B is the "steam line." B is the "point of 
cut off," after which the pressure in the cylinder drops 
in expanding; hence, B E is the "expansion line." 
At point E the exhaust port begins to open and is thus 
called the "point of initial exhaust," or "point of 
release." The exhaust continues to the end of the 
stroke at X. X Y is the line of "back pressure." The 



406 



LOCOMOTIVE APPLIANCES. 



exhaust port closes at Y and compression begins, 
Y C being the compression line. 

The slightest irregularities in the steam distribu- 
tion of a valve may thus be readily detected by taking 
an indicator card at a not too great speed. 

It is customary to take an indicator diagram from 
each end of the cylinder, upon the same card. The 
taking of the second card follows the first as quickly 
as the three-way cock can be moved. Having the 
two indications on one card enables the variations 
between the steam distribution in the two ends of the 
cylinder to be readily detected. 




The diagram, Fig. 2, shows unequal steam distri- 
bution in the two ends of the cylinder. Looking at 
card H we can see that the exhaust port closes too 
early and compression exceeds the steam chest pres- 
sure (as shown by the loop), which causes the valve 
to raise off its seat. This card of itself would indi- 
cate too great inside lap, but by noting card it is 
seen that there is no compression at the other end of 
the cylinder. Hence before any change is made the 
blades should be adjusted to equalize the two cards. 
It is always advisable to equalize the distribution in 
both ends of the cylinder before altering the eccen- 
trics or the valve itself. 






LOCOMOTIVE APPLIANCES. 407 



THE BOYER SPEED RECORDER. 

The principal parts of this machine consist of a 
rotary pump, a cylinder and a piston. Oil is used as a 
circulating medium, the pump chambers and cylinder 
being entirely filled. While the machine is at rest 
the piston to which the gauge wire and pencil are 
attached is retained in its lowest position by two coil 
springs, but when given motion the pump produces a 
pressure of oil beneath the piston, causing it to rise to 
a point where an equilibrium is established between 
the pressure of oil and the tension of the springs, this 
point being determined by the speed at which the 
pump is moved — each thirty-second of an inch rise of 
the piston indicating a speed of one mile per hour. 
Moving around a drum in the upper part of the ma- 
chine, at the rate of one-half inch to the mile, is a 
ribbon of paper, having thereon horizontal and per- 
pendicular lines, each horizontal line from the base or 
zero line representing five miles per hour, and each 
perpendicular line a mile post along the road. 

If the locomotive is moving at the rate of twenty 
miles per hour the pencil will trace its mark on the 
fourth line from the base or zero; and for every mile 
traveled the paper will move under the pencil one-half 
inch, or the exact distance from one perpendicular 
line to another. 

By examining the chart, the exact speed at which 
the train passed any point on the road, the number 
and location of stops, the distance, speed and location 
of any backward movement that may have been 
made, can be determined at a glance. 

In the cab of the locomotive, in view of the engineer, 



408 



LOCOMOTIVE APPLIANCES. 



is placed a gauge similar in appearance to a steam 
gauge, the needle of which points to the number of 
miles per hour the locomotive is moving. This is 
connected to the piston of the machine by a small wire 




Fjg. 1. 
Boyer Railway Speed Recorder. 



enclosed in a one-eighth inch gas pipe. This pipe 
runs straight, except where necessary to make a 
distinct bend, when an elbow of suitable angle, con- 
taining a sheave for the wire to run over, is inserted. 



LOCOMOTIVE APPLIANCES. 



409 



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410 



LOCOMOTIVE APPLIANCES. 



The recorder can be placed in a special car or 
caboose when desired. 

The size of recorder is nine inches long, seven and 
one-half inches wide and nine and one-fourth inches 
high. All the parts are made with the greatest accu- 
racy, and are interchangeable. 

Every machine is set up at the factory and accu- 
rately adjusted up to ninety miles per hour. 

The charts are wound on wooden spools, and are 
made in various lengths up to one thousand miles. 

If the recorder is properly applied, the chart will 
show the actual mileage made, as well as the speed 
at all points on the run. 

Application of recorder. — In applying a Boyer 
speed recorder to a locomotive with a four-wheel 
truck, it should be bolted on the frame over the 
rear-truck axle, with wheel inward. It is usually 
necessary to bolt a plate of iron on the frame and to 
set the recorder on that in order to get it far enough in 
for the belt to pass the truck-box. The pulley to 
drive the machine should be clamped on the axle, in 
line with the machine pulley. 

This pulley is in two pieces, with a liner between at 
one side, and should be bored to fit loosely on the 
turned part of the axle, and when clamped around the 
axle, the liner should be left out. 

When necessary to move the pulley along the axle 
there need be only one bolt loosened. 

In applying recorder to an engine with a pony 
truck, a disc of suitable diameter, with groove in edge 
for the belt, should be fastened to the end of the axle, 
with a cap-screw in center. The recorder, in this case, 
may be placed on the wheel-guard. 



LOCOMOTIVE APPLIANCES. 



411 




412 LOCOMOTIVE APPLIANCES. 

After the machine has been secured in position, 
place the gauge in the cab where it may be easily seen 
by the engineer. (It may be fastened on the same 
bracket that holds the steam-gauge.) 

Before the gauge can be fastened it is necessary to 
remove the dial, in order to put the screws for fasten- 
ing through the countersunk holes in back. 

(The dial can be removed from the gauge by loosen- 
ing the screws and turning it around until the notch 
will pass one of the screw heads.) 

After fastening the gauge, run a one-eighth-inch 
gas pipe from it to the recorder. Get it straight as 
possible, using the elbows containing sheaves 
wherever necessary. The pipe may be carried along 
directly under the hand rail and firmly secured thereto 
by clamps or fastened on the running-board. 

Before the pipe is screwed together there should be a 
thread or small cord passed through each piece, the 
ends tied together and drawn in. After the pipe, 
recorder and gauge are in position, the needle of the 
gauge should be connected with the machine by 
means of the fine phosphor-bronze wire accompanying 
the recorder. Take a piece of this wire, long enough 
to make the connection, with about fifteen inches of 
silk cord attached to one end and stretch the wire 
about four per cent.; attach the silk cord to the thread, 
which is in the pipe at the gauge, and draw the wire 
through, being careful not to get it kinked. 

Place the loop in end of cord on the cross-head hook 
after passing under the small sheave in the front of 
machine; then pass the wire around sheave in the 
gauge out through the notch at the side and around 
the small screw; then turn the sheave to the left about 



LOCOMOTIVE APPLIANCES. 413 

half an inch so as to bring tension on the wire, and 
fasten the end by tightening down the screw, around 
which the wire is drawn. This done, take the silk 
cord from the hook on the recorder, move it up and 
down, and if it moves perfectly free return it to the 
hook, then put the hand on the gauge with the point at 
zero. 

It will be well to note the manner in which the tem- 
porary piece of wire is attached to gauge, which is left 
there for the purpose of showing the mode of fastening 
and should be removed before attaching the perma- 
nent wire. 

It is very important to have the inside of the pipe 
free from loose scale and dirt, as it may lodge in the 
ells and prevent the free movement of the sheaves. 

In replacing the dial, zero can be placed at lowest 
point and the head put on to suit. 

If, after the recorder has been run for a time, and the 
hand does not come to zero when the machine is at 
rest, the hand should be taken off and placed right 
without disturbing the wire. 

When not convenient to put the machine on frame 
of engine, it may be placed in front of the cylinder and 
power taken from a thin pulley screwed on the end of 
the front axle outside of wheel — the same as on engine 
with pony truck. 

The recorder when put in a car is usually placed on 
the floor, the gauge at a convenient height to be seen, 
and the belt run down through the floor to the pulley 
on the axle. In this case the belt and recorder pulley 
should be boxed on the inside of the car to prevent dust 
from coming up. 

It is usually found necessary to place the machine 



414 LOCOMOTIVE APPLIANCES. 

within eighteen inches of the center of the car, so as to 
get the belt around the axle inside of the truck tim- 
bers. The recorder may be placed just behind the 
door, almost against the end of the car, allowing 
enough space to open the case. 

If it is more convenient to have the pulley on the 
opposite side of machine., as in case of its application 
to engine with pony truck, it can be so placed by 
removing the spool plate and loosening the set screw 
that holds the clutch in center of shaft, then remove 
the shaft and end bearings and reverse them. The 

worms and clutch collar 
should be left in position. 
Recorder pulley.—The 
flange M-3 is screwed 
onto the main part M-l, 
and is held in position 
by latch MA. The di- 
ameter is adjusted, or the 
point at which the belt 
fig. a runs is varied, by mov- 

Kecorder Pulley— Boyer Speed • n n , e 

Recorder. ing the flange to or from 

the main part. This adjustment is enough to allow 
for a change of about three inches in the diameter of 
a car wheel. 

The belt should be coupled by means of the plyers 
furnished, similar to the manner in which the coup- 
ling is fastened in one end of the belt sent with the 
recorder. 

Cut the belt of such a length that it will require 
stretching about eight per cent, to put it in place. 

Speeding. — The pulley on recorder should make six 
hundred revolutions per mile. The diameter of this 




LOCOMOTIVE APPLIANCES. 415 

pulley is determined by dividing 63,360 (the number 
of inches in a mile) by the circumference of the car 
wheel in inches, which gives the number of revolu- 
tions of the car wheel per mile; this result, multiplied 
by the circumference of the axle pulley in inches 
and the product divided by 600, will give the 
circumference of the adjustable pulley on the 
recorder. 

Example. — Suppose the wheel be 94 inches in 
circumference and the axle pulley 17% inches in 
circumference, then 63,360 in. — :- 94 in. X 17% in. 
-±- 600 = 19.66 inches, the circumference of recorder 
pulley. 

To set this pulley to the proper size, take a piece of 
wire belt the exact length the circumference should be, 
and adjust the flange of the pulley by raising the 
latch and turning it until the ends of the piece of belt 
when passed around will just meet. Be careful not to 
stretch the belt in measuring. The axle pulley 
should be measured the same way. (It would be 
well to measure the axle pulley before putting on 
axle.) 

To ascertain the circumference of the car wheel, a 
steel tape, or, in the absence of this, a piece of gauge 
wire may be used, the size being taken at the bearing 
point of the wheel. 

If the measuring of these wheels is carefully done, 
the record will show a mileage of within one per cent, 
of the actual distance traveled, and this discrepancy 
can be rectified by a final adjustment of the recorder 
pulley. 

Care of recorder. — To fill the machine, lift it out of 
the case and remove the lower spool-plate, which is 



416 LOCOMOTIVE APPLIANCES. 

fastened by a screw in the center between the spool 
spindles. The filler-hole will be found directly back 
of the drum, plugged by a large-headed screw; 
remove this and fill from the can of circulating oil 
accompanying the machine. The spout of oil-can 
should be screwed on loosely, so as to admit air to the 
can while pouring therefrom. See that the spout is 
clean, and no dirt gets in the machine. 

When the machine is filled to overflow the oil will 
appear in the bottom of the worm-wheel chambers, 
and this excess will run out through holes at either 
side. 

It is important to have the machine entirely filled, 
and to insure this the wheel should be turned while 
the oil is being poured. After the oil appears in the 
bottom of the worm-wheel chambers, the wheel should 
be turned vigorously for a moment to churn out the air 
which may be in the machine, after which it will take 
more oil. 

A small quantity of oil should be added every six 
months to replace any that may have evaporated; 
because, after a length of time; should the oil get 
bslow a certain line in the pump chamber, the machine 
will record low. 

In replacing the machine in the case, be careful and 
keep it as near level as possible, so as not to spill 
the oil. 

Worm-wheels, shaft and bearings should be cleaned 
about every six months. 

The interior of the recorder should not be disturbed, 
as it is important that the joints remain sealed. 

Description and care of oiler. — The inner part of 
the paper drum is arranged to contain lubricating 



LOCOMOTIVE APPLIANCES. 



417 



oil, and also to gradually feed it to the working parts 
as the machine moves. The construction is this: 

A small tube J-3 passes through the bottom of the 
drum and extends half way up on the inside, to which 
point the drum is filled with oil. The space above the 
oil line contains a plunger J-4, which is gradually 
lowered by the slow movement of a screw J-5, the 
latter being operated through a ratchet J-7, from an 




Fig. 4. Oiler — Boyer Speed Recorder. 

eccentric on the upper end of the stationary shaft 7-2, 
around which the drum revolves. The plunger does 
not force the oil, it simply displaces and keeps it high 
enough to run into the top end of and out through the 
tube. When the plunger stops moving the flow of oil 
ceases. 

To fill the oiler. — Remove the cover by taking out 
the four screws in the top, then take off the yoke 

27 



418 . LOCOMOTIVE APPLIANCES. 

J-8 that operates the ratchet wheel J-7. Turn the 
ratchet wheel to the right until the P^ ^ 
is drawn to the top, when the wheel will stop turn- 
ing; next, pour the full contents of the botfle jof 
lubricating oil furnished into the large hole The 
spout of the circulating oil-can will serve as a funnel. 
When the oiler is filled raise it out of its position so 
that the small tube J-3, out of which the oil flows, can 
be seen; then slowly turn the ratchet wheel in the 

direction that it will be driv- 
en (to the left) until the oil 
starts to flow from the lower 
end of the tube; then return 
the oiler to position, put on 
the yoke, right 
side up, and 
screw the cover 
on. 
When the oiler is filled and 
the plunger in its highest po- 
sition it will require a run of 
about fifty thousand miles 
fig- s. t o exhaust the supply of oil. 

Pencil MecWsxn Bayer Speed ^ ^ ^ ^ ^^ ^ 

have run off the lower end of the screw and will be 
in its lowest position. In order to again raise the 
plunger it will be necessary to remove the oiler Irom 
the machine and invert it, so as to start the screw 
into the plunger, to raise it, preparatory to refilling. 

It would probably be best to refill the oiler every 
six months, thereby insuring the mechanism against 
failure from want of lubrication. 

The pencil— The pencil is brass wire and when in 







LOCOMOTIVE APPLIANCES. 419 

good condition makes a distinct line on the prepared 
surface of the paper. It is held by friction and 
forced against the paper by a spring within the holder. 

The pencil should project far enough through the 
disc on the end of the holder to bear with sufficient 
pressure on the paper to make a line. Should it pro- 
ject too far through, it will withhold the disc from 
contact with the paper and will not revolve, which is 
necessary in order to get a clear line. 

To be sure that the pencil is properly adjusted, 
withdraw the operating lever enough to remove the 
gripping rolls from contact with the paper, but not 
enough to remove the pencil, then turn one of the 
paper spools so as to draw the paper under the pencil; 
if it is correctly adjusted the pencil will revolve and 
make a clear line. 

Should the pencil not mark distinctly it can be 
improved by slightly rounding the end on a smooth file, 
emery or sand paper. The pencil is soft and easily 
bent, but can readily be straightened by rolling 
between two flat surfaces of wood or iron. It should 
be straight as possible in order to enable the spring 
to hold it against the paper. 

To put on the paper. — Loosen the end of the paper 
and start it on the empty spool by putting the end 
into the saw cut in the direction that it will not easily 
come out; wind two or three turns of the paper 
around the spool, then swing out the operating lever 
as far as it will go, which will remove the gripping 
rolls and pencil from the paper drum and place the 
paper around the drum, putting the two spools of 
paper on the spindles, with the supply on the left- 
hand spindle, when facing the direction the loco- 



420 



LOCOMOTIVE APPLIANCES. 



motive or car is to move, then return the operating 
lever to its former position. 
Axle pulley required for application of recorder on a 




Fig. 6. 
Boyer Speed Recorder as Applied to a Passenger Car. 

car should be split and secured and adjusted to posi- 
tion on the axle by means of six set screws dividing 
the circumference into thirds, disposed in pairs. 



LOCOMOTIVE APPLIANCES. 



421 



The bore or inner surface of pulley need not be 
turned out, but should be large enough to clear the 
rough surface of axle at all points. The length of 
bore should be about four inches. 



LOCOMOTIVE REVOLUTION COUNTER. 

The accompanying cut illustrates the Crosby loco- 
motive counter. It is designed particularly for use on 
locomotives and high-speed engines, and is a valuable 




Fig. 1. 
Crosby Locomotive Counter. 

auxiliary to the steam engine indicator. The arm 
which moves the ratchet is connected by a cord with 
some reciprocating part of the engine, or with the 
drum motion of the indicator, so as to give it about 
one and one-half inches swing back and forth during 
each revolution of the shaft. It is provided with a 
convenient starting and stopping device, so that it 
can be made to begin or stop counting at any instant. 



AUTOMATIC COUPLERS FOR LOCOMOTIVES. 

The long "push-bar" pilot coupler has been dis- 
placed by the pilot coupler, the construction and 
attachment of which differs with shape of the pilot 
used by each railroad company. Hence no attempt 
will be made to illustrate the pilot coupler; suffice it to 
say that the contour lines of the coupler itself are 




Fig. 1. 
Talbot Automatic Coupler for Tenders. 

standard with the Master Car Builders' coupler on 
all cars. 

The couplers for the back of the locomotive tender 
are, however, of not so great a variety. Where the 
construction of the tank frame will permit, it is quite 
customary to apply an automatic coupler quite similar 
to that on a freight car, but there are a large number of 

(422) 



LOCOMOTIVE APPLIANCES. 423 

tenders in this country equipped with a plate coupler 
like that shown in the accompanying engraving, or 
quite similar thereto. The coupler here shown is 
pivoted on the outside of the end sill of the tank by a 
concentric pin, which gives to it the same circular 
path it would have if it were pivoted four feet back 
from head, thus permitting it to have the required 
three-fourths inch side play without the liability of 
uncoupling. When tension is put upon it, it centers 
itself in line of draft and conforms to all the move- 
ments of the service. This form of coupler is also 
made with an elliptic buffing spring. 

On locomotives engaged in switching service only, 
this form of plate coupler is attached to the front 
timber and the pilot, usual with road engines, omitted. 

COUPLER EMERGENCY KNUCKLE. 

The M. C. B. automatic draw bar has come into 
general use on American railroads, and its adoption 
has greatly increased the safety and facility of train 
handling; but the parts of the draw bar, the knuckle 
and lock, necessarily give way in service from wear 
and tear, and cause trouble by reason of trains part- 
ing. When this occurs, if there is a spare knuckle or 
locking part at hand to replace the defective one, there 
is little delay in moving the train. But usually the 
spare part is missing, because it is hardly practicable 
to carry the assortment necessary to insure having the 
one wanted, there being about ninety different types 
of draw bars in use. In case the piece is missing, a 
link and pin or chain is used, and this means a very 
unsafe and unsatisfactory connection, and probable 
injury to draft rigging. 



424 LOCOMOTIVE APPLIANCES. 

The Gilman-Brown emergency knuckle, as shown 
by Fig. 1; will go into ninety-five per cent, of the draw 
bars in service and make a rigid coupler, into which 
any automatic coupler will lock securely if in good 
order. By simply removing or raising the locking 
pin or locking parts and inserting this emergency 
knuckle, replacing the knuckle pin, which is seldom 
injured, a safe and complete connection is assured. 




Fig. 1. 
Gilman-Brown Emergency Knuckle. 

The chances are enormously in favor of the emer- 
gency being safely and satisfactorily met if there is 
one of these knuckles close at hand. 

It is essentially a repair tool which could well be 
considered part of the equipment of every freight 
engine, switch engine and way car, as it is a practical 
and economical insurance against delay on the road 
in consequence of defective knuckle or locking parts. 



CAST STEEL FOR LOCOMOTIVE PARTS. 

The use of cast steel in place of wrought or cast iron 
is of quite modern practice. The object accomplished 
thereby is a reduction of cost over wrought iron and a 
lightening and strengthening of parts formerly con- 
structed of cast iron. 

The first locomotive parts to be made of cast steel 
were the centers of driving wheels. As cast steel is 
ordinarily considered about three times as strong as 
cast iron, the section of all parts of the wheel center 




Fig. 1. 
Hollow Cast Steel Cross-Head for 4-Bar Guides. 

was thus safely reduced, making them more symmet- 
rical, lighter, and still much stronger. 

The weight on driving wheels being such a govern- 
ing factor in determining the size and design of new 
locomotives, this practice of effecting a reduction of 
from two thousand to three thousand pounds in the 
driving wheels of a locomotive, and permitting the 
same weight to be added to the boiler, is a very impor- 
tant one in American practice. 

(425) 



426 



LOCOMOTIVE APPLIANCES. 



Subsequently the substitution of cast steel .for 
wrought iron in locomotive cross-heads came into 




Fig. 2. 
Solid Cast Steel Cross-Head for 4-Bar Guides. 

quite general practice. Figs. 1 and 2 show hollow 
and solid cast steel cross-heads for four-bar guides. 
Fig. 3 is a cast steel cross-head for two-bar guides. 




Fig. 3. 
Cast Steel Cross-Head for 2-Bar Guides. 



These can be made lighter than wrought iron cross- 
heads, are less liable to flaws in their manufacture, 
and are much less in first cost. 



LOCOMOTIVE APPLIANCES. 



427 






Fig. 4 shows another substitution of cast steel for 
wrought iron in the rocker arm. (For the location of 
the rocker arm see plate "American Steam Locomo- 
tive," part numbered 116.) 

Until quite recently all locomotive driving boxes 
were made of cast iron. Although they were of very 
great weight and thickness, their breakage was of 
frequent occurrence. Fig. 5 shows a light driving 




Fig. 4. 
Cast Steel Rocker Arm. 



Fig. 5. 
Cast Steel Driving Box. 



box made of cast steel, thereby reducing considerable 
unnecessary weight from the driving wheels. 

Many locomotive parts formerly made of wrought 
iron, malleable iron and brass are now cast of steel. 
Perhaps the most notable of these are the engine 
frames, which have been found to give excellent 
satisfaction, and at a saving of from three to four 
cents a pound effected by the time they are ready to 
put into the engine. 



HEATING ENGINE HOUSES. 

It has been a long established practice to heat 
engine houses by steam. The coils of pipe are 
securely fastened to the sides of the pits of each "stall" 
or roundhouse track. A supply pipe leads around the 
house, in a trench at one end or the other of the pits, 
and each coil of pit pipes is connected thereto with a 
shut-off valve intervening. 

This location of heating pipes not only is econom- 
ical of wall and floor space in the engine house, but 
also causes the greatest heat directly below the loco- 
motives, a matter of great advantage in cold climates 
where engines come in all covered with snow and ice, 
which must be thawed off before a thorough inspec- 
tion can be made, the necessary work done, and the 
various parts properly oiled for the next trip. 

It is considered good practice to use at least two-inch 
pipe in the pit coils, so that wherever possible to use 
exhaust steam for this heating it can be done with the 
least back pressure possible. 

If the shops are located near the engine house, the 
exhaust steam from the stationary engine, steam 
pumps, and air pumps or compressors, should be 
utilized for heating the roundhouse. 

Hot Air Heating for Engine Houses. — As the 
adaptation for roundhouses of the Sturtevant system 
of hot air heating is quite recent, a description of this 
method of heating, as installed in the roundhouse of 
the Chicago & Northwestern R'y, at Clinton, Iowa 

(428) 






LOCOMOTIVE APPLIANCES. 



429 



(probably the largest engine house in the world), pre- 
sents an interesting study. 




The house is three hundred and seventy-five feet in 
outside diameter, the interior circle being two hundred 



430 LOCOMOTIVE APPLIANCES. 

and twelve feet in diameter. The inside clearance 
between walls is eighty-one feet and six inches, and 
provision is made for forty-eight stalls, or, including 
entrance and exit, fifty. As the length of the longest 
locomotive, at the time this house was built, was 
sixty- two feet eight and one-half inches, ample space 
was thus left around either end of the engine. 

In selecting the system of heating the desirability 
was recognized of combining both the means of 
maintaining proper temperature in the building and 
of rapidly melting snow and ice from the locomotives 
during the winter season. Upon the rapidity with 
which the latter process can be accomplished must of 
course depend the length of time during which a 
locomotive must remain out of service. 

As most effectually combining the advantages 
required to meet these conditions, the Sturtevant 
blower system of combined heating and ventilation 
was selected and installed in accordance with the 
plans and elevation shown in the accompanying 
engraving. 

Located outside of the house, and filling the space 
between it and the nearby machine shop and store 
room, is the apparatus, consisting of a steel plate fan- 
wheel twelve feet in diameter, enclosed in a steel plate 
housing with upward discharge. To the fan shaft an 
eleven and one-half by sixteen horizontal engine is 
directly connected. This arrangement makes it 
possible to operate the fan at any desired speed, and 
with entire independence of any other source of motive 
power. 

The air is, by means of the fan, drawn through a 
heater having a capacity of twenty thousand lineal 



LOCOMOTIVE APPLIANCES. 431 

feet of one-inch pipe built of sections in three groups 
and enclosed in a steel plate casing, rendering the 
apparatus at once fire-proof and directing the current 
of air to the fan under whose action it moves. 

Passing upward from the fan, the air enters a large 
horizontal galvanized iron duct, which extends to a 
position midway between the inner and outer circum- 
ferences of the engine house, and there branches into 
separate pipes extending in either direction entirely 
around the house until they meet at the opposite end 
of the same diameter. Being carried overhead, they 
in no wise encroach upon valuable space. 

Distribution of air is secured through branching 
pipes, which are led downward along the sides of the 
vertical posts and branch beneath the ground level, so 
as to connect with the pipes extending to the pits upon 
either side. The vertical pipes, fitting closely to the 
posts as they do, are protected from injury, and do not 
occupy effective floor space. Just above the floor line 
each is provided with a slide damper, as shown, by 
means of which heated air may be admitted to the 
building. There being over fifty of these branch 
pipes with these openings, it is evident that the circu- 
lation of air is all that can be desired. 

Each branch pipe to a pit is provided with a damper 
operated from floor level, so that air may be locally 
discharged in large volumes. The result is that an 
excessive amount of hot air is delivered to the pit and 
rises evenly across the running gear of the locomo- 
tives. The high temperature rapidly melts the snow 
and ice, while the air, with the greediness due to high 
temperature, rapidly absorbs all moisture and carries 
it away. A hot, dry condition is therefore assured. 



432 LOCOMOTIVE APPLIANCES. 

and the time during which a locomotive must be kept 
out of service is usually reduced by fully two-thirds — 
a most important feature in locomotive practice. 

It is also evident that the large volume of air 
admitted plays an important part in the process of 
ventilation. Individual roof ventilators are provided 
for every other stall, thus insuring positive upward 
movement of air from floor level and its escape when 
its duty is completed. 

One of the most essential advantages of this method 
of heating lies in the fact that the entire heating sur- 
face (far less than would be required for direct heating) 
is massed in a fire-proof casing in the adjoining build- 
ing. The volume and temperature of the air is imme- 
diately under the control of a single individual, while 
local requirements can be met by the adjustment of 
dampers, as shown and described. The exhaust 
steam from the fan engine is utilized in the heater, so 
that the cost of operating the fan is greatly reduced. 
Live steam is supplied to the remainder of the heater. 
It is, however, customary in ordinary mill practice 
where there is ample quantity of exhaust steam to 
utilize it in the heater, as can always be readily done 
without producing back pressure on the main engine. 

SMOKE JACKS FOR ENGINE HOUSES. 

Although of comparatively recent adoption, there 
are but few engine houses of any importance not now 
equipped with some form of "drop" jack; that is, with 
telescope pipe which permits its being lowered to 
completely cover the locomotive stack. If properly 
constructed, such a jack not only prevents the escape 
of all smoke and gases into the engine house and 






LOCOMOTIVE APPLIANCES. 



433 




434 LOCOMOTIVE APPLIANCES. 

locomotive cab, but also increases the natural draft 
and prevents creosote or drippings from falling on the 
front end and headlight. 

Proper inspection and repair work cannot be accom- 
plished on locomotives where the engine house is so 
full of smoke and noxious gases, as was often the case 
with the old form of stationary non-dropping smoke 
jacks. 

The smoke jack should also be provided with a 
damper, so that the draft may be shut off when an 
engine is without fire, for a strong draft at such times 
produces a sudden cooling of the flues, flue sheet and 
fire-box, and often causes them to leak. 

The accompanying engraving shows one design of 
telescoping smoke jack. 

It will be seen that the telescope portion is counter- 
balanced by suitable weights hung near the wall. 
The damper is located just above the ball-bearing 
hood, which fits tightly into the locomotive stack. 
The smoke jack here shown has a swinging joint, so 
that no breakage could occur by moving the engine 
from under it without first raising the jack. 

By an ingenious arrangement the damper is auto- 
matically closed whenever the jack is raised, thus 
saving heat in the round house which would otherwise 
escape through the jack. 



LOCOMOTIVE FIRE KINDLERS. 

The Ferguson locomotive fire kindler consists 
essentially of a tank to contain oil, a hose coupling 
for connection with the compressed air system or with 
the main reservoir of another locomotive, a hose 
terminating in a nozzle for spraying the mingled oil 
and air, and a valve for controlling the relative pro- 





W ''*' 


if 









portions of oil and air. The tank is most conveniently 
mounted on a truck, by which means it may be easily 
removed from one part of the roundhouse to another. 

The valve is the principal feature of novelty. Turn- 
ing the cock regulates the proportions of air and oil 
admitted into the tube. Turned one way, air alone 

(435) 



436 LOCOMOTIVE APPLIANCES. 

passes through and oil adhering to the inside of the 
hose is removed. 

The tank holds twenty-five gallons of oil, which is 
sufficient to kindle fires in forty engines, on an average. 
About fifteen minutes of one man's time and three 
quarts of cheapest crude oil are required to start a fire. 
The kindler is very easy to operate. The nozzle, 
which is at the end of a long tube, and to which is 
attached a small piece of lighted waste, is thrust into 
the ash-pan, and the flame passes up through the fuel 
previously placed upon the grates until it is wholly 
ignited. 

The same apparatus can also be used as a blow- 
pipe for heating tires, straightening frames or other 
bent work that may require removal and which ordi- 
narily has to be sent to the blacksmith shop to be 
straightened. 



LOCOMOTIVE JACK SCREWS AND POWER 

HOISTS. 

. The enormous increase in the weight of locomotives 
and tenders has naturally been followed by very 
powerful and efficient jacks, which are required for the 
purpose of lifting the engine itself or some of its parts. 

No one knows as well as the old railway mechanic 
and his helper the vast amount of time expended every 
day in raising and lowering even the lighter engines 
of his day, while with a good set of either geared or 
hydraulic jacks the heaviest locomotive can be raised 
a foot in less than a minute and a half, and again 
lowered with equal or greater celerity. 

Before illustrating and describing several forms 
and designs of jacks now in general use on American 
railroads, and here mentioned on account of their 
especial adaptation to locomotive requirements, it 
would be well to say that no jack, be it ever so power- 
ful, can render efficient service unless it has a firm, 
unyielding foundation to stand upon. Hence great 
care should be exercised in the design and construc- 
tion of a stone or concrete wall on each side of every 
track in engine houses. 

To the uninitiated, let it be said that one or more 
jacks must be used every time it is necessary to pack a 
journal, change a spring, spring hanger or equalizer, 
remove a pair of wheels, or change the driving wheel 
tires, etc. Thus, there is scarcely a day but what 

(437) 



438 



LOCOMOTIVE APPLIANCES. 



from some cause some part or the whole of an engine 
or tender must be raised. 

Fig. 1 shows a screw jack with the bottom end 
enclosed, forming an oil receptacle. The screw being 
thus lubricated and protected, does not become rusted 
and is always ready for service. As two or more 
screw jacks are usually carried on every locomotive 





Fig. 1: 
Chapman Screw Jack. 



Fig. 2. 
Joyce Double Movement Screw Jack. 



for instant use in case of break-down on the road, and 
unless the screw portion is properly protected, they 
soon rust and become unfit for service. 

Fig. 2 shows a double movement screw jack, which 
lifts twice as rapidly as a single screw, and, it is 
claimed, requires no more power on account of there 
being no friction under the cap, as in the case of the 
latter. 



LOCOMOTIVE APPLIANCES. 



439 



The rapid moving jack shown in Fig. 3 is so called 
because, when the load is off, it can be raised immedi- 
ately to any desired point, and when up can be as 
quickly let down, thus saving the tedious operation of 
turning the screw up and down without load. The 
two segmental nuts are supported on steel pins 
moving in angular slots, so as to allow them to move 
in and out of gear. To raise the screw to any desired 
height for work, it is only necessary to lift it by taking 





Joyce Rapid Moving 
Screw Jack. 



Fig. 4. 

Norton Bail-Bearing Ratchet 
Screw Jack. 



hold of the lever. To lower it take hold of one of the 
handles with the left hand, and inclining the jack to 
an angle of about forty-five degrees, with the other 
hand holding the lever, let the screw down. 

The jack shown in Fig. 4 has a stationary standard 
and a sliding sleeve fitting over the same. The 
standard has a removable nut (usually phosphor- 
bronze) fitted within it and resting on a shoulder, in 
which the screw turns. The standards are hollow and 



440 LOCOMOTIVE APPLIANCES 

can be filled with oil, thus keeping the screw con- 
stantly lubricated. To the upper end of the screw is 
fastened a steel gear; a hardened tool steel plate 
encircles the hub, and rests on the body of said gear, 
on which are placed circular trains of hardened steel 
balls, held in place by rings between the rows (as 
shown in the cut). In the top or head of the sliding 
sleeve, which is bored to fit standards, is placed 
another hardened tool steel plate with a hole in the 
center, through which the end of the screw projects. 

When the jack is assembled the sleeve slides down 
, over the screw and standard, the bearing plate in the 
head resting on the balls on the plate on the gear, so 
that the whole weight is carried by the balls (between 
the steel plates), which act as a thrust-bearing 
between the screw and head of sleeve, reducing the 
friction and increasing the lifting power of the jack. 

The sleeve which revolves on the standard, allowing 
the lever to be used from either side, carries the load, 
and is raised or lowered by the screw, which is turned 
by means of a gear on the ratchet shaft engaging with 
the gear on the screw, and operated by a reversible 
ratchet and lever having the up-and-down, or "pump- 
handle," motion. The sleeve at the lower end is 
provided with a "stop-dog" or pawl, which prevents 
the screw from being run out of the nut. This sliding 
sleeve takes all the side strain off the screw, prevent- 
ing it from bending, and also protecting all the work- 
ing parts from sand, coal-dirt and water, making it an 
efficient jack for carrying on locomotives or for use in 
engine houses. 

Fig. 5 gives a general idea of the Joyce geared jack. 
A wooden handle fits into the socket shown. The 



LOCOMOTIVE APPLIANCES. 



441 



bar has strong, heavy teeth operated by a pinion, 
which in turn is operated by a wheel mounted on the 
same shaft with it. The wheel is operated by a lever 
and pinion. This mechanism gives the advantage of 
a fine-toothed bar for power without the weakness of 
fine teeth, as both bar and wheel have strong and 
durable teeth. The jack raises one-fourth inch per 
stroke of the lever, and yet the pitch of teeth on the 
bar is one and nine-sixteenths inches and on the 
wheel one inch. 

To adjust the jack for raising the 
load, turn the small crank in the 
frame near the lever straight up; 
for lowering the load, turn this 
crank straight down. 

For shop or wrecking purposes, 
especially in confined quarters, 
where a screw jack or a pumping 
jack could not be well operated, the 
hydraulic jack is most rapid, pow- 
erful and efficient. 

There are several designs of hy- 
draulic jacks, each differing from 
the others in no essential feature; 
hence it will suffice to illustrate but one or two designs. 

The principle upon which the hydraulic jack works 
is that of a pump. The lowering is done by a move- 
ment of the handle reversed, or, as in the case of the 
jack shown in Fig. 6, by a thumb screw, the location 
of which is indicated. These jacks can be lowered 
steadily and to any extent, without the slightest 
jar, even when loaded to their greatest capacity. 

In the jack shown the valves are all on the end of the 




Fig. 5. 

Joyce Geared Loco- 
motive Jack. 



442 



LOCOMOTIVE APPLIANCES. 




Fig. 6. 
Sectional View of Justice Hydraulic Jack. 



LOCOMOTIVE APPLIANCES 



443 



ram, and are accessible by simply withdrawing the 
ram from the cylinder, and removing a small cap. 
This enables a person of ordinary intelligence to 
examine the valves and remove any obstructions that 
may interfere with the working of the jack. This is a 
great advantage, as none of the working parts need be 
disturbed to examine the valves and repair same when 
necessary. 

These jacks will work horizontally to two-thirds of 
their run-out limit. 

The "rocker shaft" which oper- 
ates the pump rod passes through 
a stuffing-box to prevent leakage, 
and terminates in a square boss. 

This permits of the lever being 
applied in any one of four po- 
sitions, which is frequently of 
great advantage when working 
in cramped quarters, clearing 
away wrecks, etc. 

Directions.- -To fill the jack, 
remove slotted screw in the head. 

The best fluid for filling is 
made one part water, six parts 
alcohol and one-half part of good 
oil (sperm preferred), well shaken together before 
putting in the jack. Never use coal oil, wood alcohol 
nor water only in filling, as the two former destroy the 
packing, and the latter may burst the cylinder in 
freezing weather and rusts the metal. 

In using the jack, press the lever with a quick 
surge, and move the handle upwards suddenly, in 
order to give the valves a chance to react quickly. 




Fig. 7. 
Joyce Hydraulic Jack. 



444 LOCOMOTIVE APPLIANCES. 

The thumbscrew valve should be screwed outwards 
a few turns when raising a load. In lowering, screw 
this valve inwards slowly. This valve, being inde- 
pendent of the pumping mechanism, gives absolute 
control over the speed or distance of the lowering 
weight, and a half turn of the thumbscrew will stop 
the load at any point without the slightest jar. 

Should the jack refuse to work on account of the 
valves sticking to their seats or from air entering the 
pump, by striking the lever a few sharp blows, up and 
down, the valves will' be jarred loose and the air 
expelled. 




Fig. 8. 
Geared Journal Jack. 

The levers are all made the proper length for one 
man (of about one hundred and fifty pounds weight) 
to lift the full capacity of the jack. In no case must 
more than one man work the lever, nor must the 
handle be lengthened, as damage to the jack will be 
the result. 

The jack will work to best advantage if the slotted 
filling screw in head is slightly loosened when in use; 
this allows the escape of air in the jack, and prevents 
the "springy" motion to the lever. 

Fig. 8 shows a small-geared jack of fifteen tons 
capacity, for jacking-up the box of a tender or engine 
truck. 



LOCOMOTIVE APPLIANCES. 



445 



Compressed air has played so large a part in eco- 
nomical shop practice, and hence it is not surprising 




Fig. 9. 
Portable Air Jack 





Fig. 10. Air Jack and Carriage. 

to see large, portable air jacks, as shown in Figs. 9 and 
10, in use for raising locomotives and tenders, where 
the engine house and shops have compressed air. 



446 



LOCOMOTIVE APPLIANCES. 



Fig. 11 shows a general view of a chain hoist with 
a pneumatic motor as an actuating medium. 




t 



Fig. 11. 

"Little Giant" Pneumatic Motor Chain Hoist. 

Will replace hand chain tackle at any nlace without extra fittings and works 
with low head room. It lifts two tons eight feet per 
minute. Weight, 80 pounds. 



LOCOMOTIVE OR CAR PUSHER. 

The pusher shown in Fig. 1 is designed to take the 
)lace of the ordinary iron pinch bar, and is much 
lighter, gives a much more powerful pushing effect, 
md on account of the steel knife-edge D holding to a 




Fig. 1. 



slippery rail such a bar is particularly useful about 
shops and roundhouses, where the rails are usually 
more or less greasy and slippery. 

Many devices of a nature similar to the one here 
shown are used in pushing cars and locomotives 
short distances. 



t 



(447) 



LOCOMOTIVE TRACK SANDERS. 

Many of the objections that obtained with the hand 
sanders are overcome with the advent of pneumatic 
track sanding devices. 

There was, perhaps, but one advantage in the old 
hand sander- -that it would deliver more sand in a 
given time -but this was offset by its many points of 
disadvantage. Too much sand on the rails makes a 
train pull hard and, too, most of the sand delivered 
by gravity at the mouth of the pipe falls or is 
blown off the rail, and is wasted, and the loco- 
motive, after a very few miles of continuous sand- 
ing, is entirely out of sand. To apply the hand 
sanding device efficiently to both front and rear of 
driving wheels (as on switching engines) required 
two sand boxes instead of one, while with many 
of the pneumatic sanders the single sand box 
may be used and the sand delivered to any part of the 
locomotive equally well. 

Not a few of the pneumatic track sanders still retain 
the hand lever and valve as an auxiliary, in case the 
air pump should fail and there be no compressed air 
with which to operate the pneumatic device. 

Heretofore the matter of sanding has received but 
scant attention; any gravity system which would 
deliver sand somewhere on the rail seemed to be equal 
to all needs. 

Gravity sanding devices have no part in to-day's 
progressive railroading for the following reasons: 
Such systems are unreliable; they will not deliver 

(448) 



LOCOMOTIVE APPLIANCES. 449 

sand promptly and at the point where it will be of the 
utmost use; they are wasteful of sand, fully fifty per 
cent, of the sand leaving the rail before the driving 
wheels reach it, and at times so seriously as to inter- 
fere with the working of the present interlocking 
switch system. The use of more sand than is abso- 
lutely necessary tends to excessive tire and rail wear; 
they are wholly out of the line of progressive railroad 
improvements. 

The gains sought and accomplished by pneumatic 
sanders are: An economy in the quantity of sand 
used, amounting to something like a saving of sixty 
per cent.; the use of just enough sand to bring the 
best results and no more; the placing of the sand 
where it is most needed and so that each grain does its 
share of the work; the instantaneous application of 
sand when needed; the automatic application of the 
sand when needed without special effort on the part of 
the engineer, allowing his attention to other duties 
when sander is in operation; a great reduction of tire 
and rail wear and an increased hauling capacity for 
the locomotive. 

In the operation of any locomotive pneumatic 
sander the air pressure should always be taken from 
the main reservoir and not from the train line, which 
might affect the train brakes. 

THE LEACH "D" SANDER. 

This is one of the most modern and efficient devices 
used for this purpose. Among the many points of 
advantage it possesses may be given the following: 

It is outside of sand box, accessible at all times for 

29 



450 



LOCOMOTIVE APPLIANCES. 



inspection or when making repairs, and where engine- 
men and shopmen can, at a glance, understand its 
operation. 

The resistance of the column of sand always above 
the trap, prevents air-pressure from escaping up 
through the sand box and therefore a high pressure 




Fig. 1. 
Leach "D" Sander, Showing Adjustable Air Nozzle with Check Valve. 

is available through discharge pipes for removing 
obstructions at their lower ends. 

The adjustable air nozzle used with this style device 
can be so adjusted as to regulate the amount of sand 
discharged to the rail. This nozzle is fitted with a 
small check valve, preventing air passages from 
becoming plugged with sand. 



LOCOMOTIVE APPLIANCES. 451 

Fig. 1 shows this type of pneumatic sander as 
applied to a locomotive, the trap located just under the 
running board being sectioned. It will be noticed 
that the discharge pipes are bent up fifteen degrees, to 
prevent sand from jarring out of the traps when the 
engine is running. A 1-inch plug at E is thus 
located in order to remove small stones, etc., which 
may get into traps. 

To regulate the amount of sand delivered, increase 
or decrease the distance A by loosening jamb nut C 
and moving the adjusting tube D in or out. The 
greater the clearance A, the greater the sand delivery. 

Care should be taken to have the nozzles on opposite 
sides of an engine adjusted alike. 

Fig. 2 shows the application to a locomotive with six 
driving wheels, of the double type of this sander. 
Care should be taken to rigidly clamp the pipes at the 
bottom, and they should be so bent as to deliver sand 
direct to the point of contact between the driving 
wheels and the rail. 

Fig. 4 shows the detail parts of the Leach "D" 
Sanders. This type of pneumatic locomotive sander 
is used more extensively than any other in this 
country. 

The Leach "A" sander, as shown in Fig. 5, was in 
very extensive use previous to the introduction of the 
later "D" style. With this type, the blast is used 
simply for economy in the use of sand and for con- 
venience in operating. The sand traps are attached 
I to the sand box in the most convenient manner, the 
sand is supplied thereto through independent outlets 
from the box, and is discharged therefrom into and 
i through the usual hand lever controlled pipes to the 






452 



LOCOMOTIVE APPLIANCES. 




% ^- r 



LOCOMOTIVE APPLIANCES. 



453 



rail, the lever attachments being available for use as 
desired. 
The discharge pipes, usually one and one-fourth 




Fig. 3. 

Leach "D" Single Sander, Showing Application to an Eight-Wheel Locomotive 
for Sanding the Rail Going Ahead Only. 

inch, must be fitted at such a pitch that sand will flow 
through them by gravity when the lever is used. The 



454 



LOCOMOTIVE APPLIANCES 




LOCOMOTIVE APPLIANCES. 



455 



amount of sand discharged is controlled by the adjust- 
ment of cab valve. Hardened caps receive the wear of 
the sand blast. 
Being easily applied and maintained, conveniently 








^y 



Fig. 5. 
Leacb "A" Sander. 



located for cleaning and very economical in the use of 
air, they are deservedly popular on many roads where 
the service conditions do not require the special fea- 
tures peculiar to the "D" type. 



THE "SHE" SANDER. 

This device is an improvement on the Houston 
sander (not here shown), and will interchange with 
the Houston device in every particular. 

The action of the "She" sander, as shown in Fig. 6, 
is that of a syphon and ejector. The syphon used in 
connection with this device is especially designed to 



456 



LOCOMOTIVE APPLIANCES. 



carry the sand through the pipes to the rail with great 
velocity, and uses only a small amount of air to 
accomplish this result. 



*I4 Iron Band 



\ Rubber Casket 



T.i'KT Wushecs 



*H Wire Screen. 
4 Mesh per Inch 



% Inch Union Elbou 



*yQ\^ 





"\- 



\ 



Fig. 6. 

The "She" Sander, Showing Application to Sand Box. 

It is simple in construction, being so arranged that 
the air nozzles are always out of the sand, and there- 
fore they cannot become clogged when not in use. 



LOCOMOTIVE APPLIANCES. 



457 




458 LOCOMOTIVE APPLIANCES. 

The siphon being in the center of the sand box, 
where the sand is always the driest, it can be 
recommended for service where sand is apt to become 
damp and bake in the box. 

The sand-pipes can be run around the brake heads, 
or inside of the engine frames, getting close contact 
to the drivers. 

Fig. 7 shows the detail parts of the "She" locomotive 
sander. 

While it is only when the rail conditions are bad 
that the use of sand may be desired in making service 
stops, its use in emergency stops is very important as 
an additional means of securing a shorter stop. 

Under emergency conditions it is especially impor- 
tant that every part of the brake or stopping equip- 
ment be applied at once and by one movement of the 
controlling brake mechanism. 



SHERBURNE'S ARRANGEMENT FOR AUTOMATIC 

SANDING. 

The simultaneous application of brakes and sand is 
best accomplished by use of the Sherburne automatic 
port placed in the Westinghouse engineer's valve and 
arranged as shown in Fig. 8. 

This positively insures the application of sand 
during every emergency stop and without additional 
thought or action on the part of the engineer. 

This automatic port can be used in connection with 
any pneumatic sanding device and can be applied at a 
small cost. 



LOCOMOTIVE APPLIANCES. 



459 




Fig. 8. 
Sherburne's Arrangement for Automatic Sanding. 



460 



LOCOMOTIVE APPLIANCES. 



THE HUFF PNEUMATIC TRACK SANDER. 

The Huff track sander is the invention of a locomo 
tive engineer of long experience, and embodies new 
features suggested to him by his personal knowledge 
of many track sanders which have preceded this one. 

The construction and operation of this sander are 
illustrated by Figs. 1, 2, 3 and 4, in which Fig. 1 
shows the device as a whole; Fig. 2 each part sepa- 
rate of which it is composed; Fig. 3 its application to a 
locomotive and pipe connections thereto; and Fig. 4 




Fig. 1. 
Huff Pneumatic Track Sander. 

the engineer's valve in the cab, by which the mechan- 
ism is operated. 

The body A is inserted into the old gravity sand 
pipe (which is otherwise undisturbed) at any con- 
venient point, either above or below the running 
board. The compressed air supply pipes are con- 
nected at F F, and the sand delivery pipes are led off 
at G G. The lever D, operating the foot valve B, 
should be connected, by suitable means, to the cab, so 
that it may be under control of the engineer. A thin 



LOCOMOTIVE APPLIANCES. 



461 



sheet steel partition is inserted into the old sand pipes, 
extending from the dome down to the Huff device, 
forming a junction with a bridge in the device; this is 
to facilitate blowing out possible obstructions in the 
sand delivery pipes, as will be referred to later. Each 
of the two feed tubes F contains an air adjusting 
tube H, which, in turn, contains in one end the bridge 




Fig. 2. 
Detail Parts, Huff Pneumatic Track Sander. 

E, in the opposite end the adjusting screw /, and 
between them the ball valve J and the spring K. This 
tube H is kept from turning in the feed tube F by the 
set screw M. The body A is fitted with a foot valve 

B, forming its floor, and so connected, as has already 
been said, that it can be worked from the cab. The 
stem of this foot valve B passes out through the nut 

C, and is encircled by the spring L, which tends to 



462 



LOCOMOTIVE APPLIANCES. 



keep the foot valve normally closed. When the 
device is being used as a double sander the slots in the 
feed tubes F should face each other. When in use as 
a single sander one tube may be revolved until its slot 
is blanked against the wall of body A; the tubes F 
may be firmly held in any position by the hectagon 
nut G. 





Fig. 3. 

Huff Pneumatic Track Sander. 

(Showing Application and Pipe Connections.) 

The method of connecting the compressed air 
supply pipes from the engineer's sanding valve (see 
Fig. 4) to the feed tubes F F in body A is ordinarily 
the same as in other pneumatic track sanders; but, if 
it is desired to employ heated compressed air (which 
would be a great advantage in cold countries), the air 
pipes may be led to coils located over the boiler, under 



LOCOMOTIVE APPLIANCES. 463 

the sand box (as shown by Fig. 3), and thence to the 
feed tubes F F of the body A. 

The ordinary current use of the Huff track sander 
does not call for any further explanation, but it is 
desirable to refer to some of the methods of working 
in the emergency of one or another of the sand pipes 
becoming inoperative on account of obstructions. In 
that event the engineer may, while the engine is still 
running, close the main valve in the sand box, and 
open the foot valve, thus discharging the contents of 
body A, including any small obstructions which may 
have collected- there; then by closing the foot valve 
and working the engineer's sand air- valve (in the cab) 
he may thoroughly blow out all the sand delivery 
pipes. In the case of an ex- 
ceptionally obstinate obstruc- 
tion in one of the pipes, which 
could not be dislodged by this 
treatment when the engine was 
running, it would still be possi- 
ble, when the engine had 
stopped, to follow another Engineer > s v^e-M re- 
course, by plugging the mouths matlc Track Sander - 
of the free pipes, and concentrating the full force of 
the air pressure on the obstruction in the remaining 
pipe. 

Summarizing, it is claimed that this track sander 
embodies in its construction and operation the follow- 
ing advantages: 

1. Minimum cost of application, and exemption 
from necessity of making any changes in the sand 
box itself or in the old hand-sanding apparatus under 
the sand box. 




464 LOCOMOTIVE APPLIANCES. 

2. Feed adjustments so arranged as to secure both 
a minimum and a regular delivery of sand at the rail. 

3. The foot valve feature results in a slight inward 
suction of external air through its joints, when air is 
applied (as such application creates a slight vacuum 
in body A); this tends to keep the sand loose in the 
body A, and to reduce the danger of clogging. 

4. The reasonable probability of being able to blow 
out any ordinary obstruction while the engine is 
running; the possibility of being able to blow out and 
thoroughly dry all pipes after an engine comes in 
from off the road, and to insure everything being in 
working order for the next trip; the feature of being 
able to use heated compressed air in cold countries, 
or elsewhere, when desired. 

5. In case of failure of the air supply, the foot 
valve may be fastened open, and the old hand sander 
used. 



THE A-B-C TRACK SANDER. 

A sander composed of but few parts is shown in 
Fig. 1 . A is the connection to the sand box. C is the 
air connection leading from a small operating valve in 
the cab. B is the ordinary delivery pipe leading 
to the rail, and D is a loose tube at the opening of 
delivery pipe B. 

Directions for Applying. — Cut the sand pipe just 
above the running board, or where sanders can be 
gotten at conveniently. 

To Clean Out.- -Remove plug in the top and pull 
out the loose tube D. Should air fail while on the 



LOCOMOTIVE APPLIANCES. 



465 



road, remove the loose tubes D and leave them out, 
using the ordinary hand sand lever. 



a 




Fig. U 
A-B-C Track Sander. 



THE "MUDD" AIR SANDER. 

This device is shown in detail by Figs. 1, 2 and 3, 
and is seen to be operated in conjunction with the 
original slide valve sand-lever device. One-inch 
standard pipe should be used for the forward delivery 
pipes, and one-half inch standard for the back-up. 

For the forward motion, drill a one-half inch pipe 
tap hole through the base of the sand-box into the 
sand cavity to which the original pipes are attached, 

30 



466 



LOCOMOTIVE APPLIANCES 



the hole to be drilled between the original slide valve 
and the outer casing. This hole should be tapped out 
with one-half inch pipe tap, and one of the short 



»•• 




Fig. 1. 
The Mudd Track Sander. 



nipples screwed in. Then drill a hole in the casing 
directly back of the center of the sand box, and as near 
the bottom as possible, through which place the air- 
pipe connection. The pipe that runs from the 



LOCOMOTIVE APPLIANCES, 



467 




Fig. 2. 

The Mudd Track Sander. 

(Plan View.) 




Fig. 3 

The Mudd Track Sander. 

(Side View.) 



468 LOCOMOTIVE APPLIANCES. 

engineer's valves should be one-quarter inch copper 
pipe, and placed under the jacket. 

There should be placed in the top of the sand box, 
as shown in Fig. 1, a one-quarter inch mesh netting 
to insure screened sand at all times. 

The back-up sander should be placed directly over 
the forward delivery apparatus, and as near the 
bottom of the box as it is possible to get it. 

The air pressure should be taken from the reservoir 
pipe attached to the engineer's valve. 



( 



PNEUMATIC TOOLS AND THEIR USE FOR 
LOCOMOTIVE WORK. 

There is undoubtedly a dividing line between tools 
and appliances used on a locomotive and those used in 
building and repairing locomotives, yet it cannot fail 
to interest practical railroad men if this volume con- 
veys some idea of the various uses of pneumatic tools, 







Fig: 1. 

Pneumatic Hammer, Strikes 5,000 to 7,000 Blows Per Minute. 

(Weight, Various Sizes, 5 to 9 Pounds.) 

used in almost every railroad shop and roundhouse in 
the United States to-day. 

The engravings herein will tell the story of use- 
fulness and expediency of the various pneumatic 
tools shown more explicitly than any lengthy descrip- 
tion thereof, t < 

(469) 



470 



LOCOMOTIVE APPLIANCES. 




I 

"■3 

m 

s 



| 

a 
a 

)3 
o 

a 
a 

w 



3 

3 

Oh 




fe 



o 
o 

1-1 

T3 
ej 

PQ 

ii 

1° 

.9* 

PQ 

a 
a 

m 



Oh 



LOCOMOTIVE APPLIANCES. 



471 




Fig. 4. 

Flue Expander Pusher — This attachment, which can be applied to any class of 

roller expander, forces the pin inwards by air pressure, only requiring 

one man to handle it when used with a pneumatic drill. It 

expands every flue with the same force and avoids 

all distortion of the flue sheet. 



:■■'''' t ~* i- , ■-'-- _ 








Fig. 5. 

Chicago Pneumatic Flue Cutter — Each machine is adapted to three different 
sizes of flues and will cut flues both inside and outside of sheet. 



472 



LOCOMOTIVE APPLIANCES. 




'Little Giant" Stay Bolt Nipper— The stay bolt may be cut off at any length 

desired, as the bolt passes through the cylinder. Will cut 

stay bolts up to li inches in diameter. 



LOCOMOTIVE APPLIANCES. 



473 




^\jr 



Fig. 8. 

Pneumatic Drill. 

(Weight, Various Sizes, from 13 to 40 Pounds.) 



474 



LOCOMOTIVE APPLIANCES. 




Fig. 10. 
Pneumatic Drill at Work in the Machine Shop. 



LOCOMOTIVE APPLIANCES. 



475 




Fig. 11. 

Piston air drill for drilling, reaming and tapping on locomotive work — It is 

operated with one-third the amount of air used by a rotary 

motor and develops 50 per cent, more power. 



ILLUSTRATIONS 

PAGE. 

The American Steam Locomotive, Plate I — opposite 8 

Location of Pyle national electric headlight on locomotive .... 10 

Electric headlight engine 12 

Electric headlight — Lamp B 16 

Electric headlight — Lamp C 18 

Illustrations of electrical measurements 24 

Mason locomotive pressure reducing valve 33 

Gold pressure regulator 37 

Climax steam pressure regulating valve 38 

Eclipse reducing valve 40 

Taafel pressure regulator 41 

Ross Steam pressure reducing valve 44 

Special automatic relief valve 46 

Location of steam heating cab attachments 47 

Xew York Air Brake Co.'s duplex air pump 50 

Plain Xew York triple valve 54 

Xew York quick action triple valve 56 

Illustrative model of Xew York quick action triple valve (all 

valves in normal positions) 57 

Illustration of Xew York quick action triple valve (position 

of valves in service application) 58 

Illustrative model of Xew York quick action valve (valves in 

emergency position) : 59 

Westinghouse u 1900" feed valve or train line governor — slide 

valve pattern 63 

High pressure controlling apparatus 66 

Brake shoe and its application to the driver 69 

Skeleton steel brake shoe 71 

Skeleton steel insert shoe 71 

Improved combination driving brake shoe 72 

Skeleton diamond " S " brake shoe 73 

Unflanged diamond " S " brake shoe 73 

The "U" shoe 74 

Lappin driver brake shoe, with malleable back and lugs 75 

Lappin car or tender brake shoe 76 

Lappin brake shoe 76 

Interlocking brake shoe 77 

Interlocking, divided, brake shoe 78 

Corning soft gray iron insert fc . 79 

Corning driver brake shoe 79 

Corning plain brake shoe 79 

Moran flexible joint 82 

Sectional view, Moran flexible joint 83 

Metallic coupling for steam piping 84 

(477) 



478 ILLUSTRA TIONS. 

PAGE. 

Section of swivel joint 84 

Plan and elevation of steam heat conduit, as applied between 

locomotive and tender 85 

Climax flexible metallic joint 86 

Climax flexible metallic joint — double joint 87 

Mercury column and gauge 88 

Electro-mercurial gauge tester 89 

Single Bourdon spring gauge 90 

Double Bourdon spring gauge .. 91 

Early form of diaphragm gauge 92 

Early form of diaphragm gauge 92 

Bulb siphons or traps 93 

Coil pipe siphon ' 94 

Crosby locomotive pressure gauge 95 

Crosby single tube gauge 96 

Crosby thermostatic water-back gauges 97 

Lane pressure gauge 99 

Star corrugated spring 100 

Star double-spring gauge — Bourdon style 100 

Star double-spring gauge — Lane style 101 

Ashcroft single Bourdon spring steam gauge 101 

Ashcroft double Bourdon spring steam gauge, with Lane's im- 
provement 101 

Ashcroft auxiliary spring locomotive steam gauge 102 

Ashcroft double spring standard locomotive gauge. . 102 

Utica capsular spring 103 

Utica capsular spring 103 

Utica locomotive steam gauge 103 

Westinghouse duplex air gauge 105 

Westinghouse duplex air gauge (sectional view) 105 

Semaphore duplex air gauge 105 

Semaphore duplex air gauge (sectional view) 105 

Crosby duplex air gauge 106 

Crosby duplex air gauge 106 

Star air brake inspector's gauge 107 

Utica duplex air gauge 108 

Utica duplex air gauge 109 

Pressure recording gauge 110 

Star pressure recording gange 110 

Gauge hand or " pointer " pullers 112 

Crosby test gauge 113 

Ashcroft test gauge 114 

Star test gauge 115 

Utica gauge tester 117 

Utica gauge tester 118 

Coale pop safety valve and muffler . 121 

Star improved open or plain pop safety valve — exterior view ... 123 

Star improved open or plain pop safety valve — sectional view. . 123 
Star improved locomotive muffled pop safety valve — exterior 

view , 124 



ILLUSTRATIONS. 479 

PAGE. 

Star improved locomotive muffled pop safety valve — sectional 

view 124 

Meady muffled locomotive pop safety valve 125 

Crosby locomotive pop safety valve — sectional view 126 

Crosby plain locomotive pop safety valves 129 

Crosby muffled locomotive pop safety valves 129 

Flat top muffler valve, with lever 130 

Round top muffler valve, without lever 130 

Consolidated plain locomotive pop safety valve, fitted with 

Richardson's adjustable screw ring 131 

Ashton open pop safety valve 133 

Ashton muffler 133 

Sellers' class N improved self-acting injector 139 

Sellers' class N improved self-acting injector (sectional view) . . 140 

Sellers' class M improved self-acting injector. 147 

Sellers' class M improved self-acting injector (sectional view) . . . 148 

Nathan " simplex" injector (sectional view) ., 150 

Nathan "monitor" injector (sectional view) 151 

Metropolitan " 1898" locomotive injector 153 

Hancock locomotive inspirator 157 

Hancock locomotive inspirator 158 

Hancock " composite" locomotive inspirator 161 

Lunkenheimer " '99 " model injector 164 

Ohio locomotive injector (sectional view) 167 

Niagara locomotive injector (sectional view) 168 

Little Giant locomotive injector (sectional view) 169 

Little Giant locomotive injector 170 

Boiler washing and testing apparatus 172 

" Swing " intermediate or line check valve 173 

Oil cup for injectors and inspirators 173 

Penberthy ejector^ 174 

Ejector, showing connections for elevating 175 

Hancock ejector or jet pump 176 

Boiler check valve, with cast-iron casing 178 

Sellers' combined boiler check and stop valve 178 

Combined check and stop valve 179 

Miiller turbine boiler check valve 180 

Graphic definitions of valve dimensions — plain slide valve .... 181 

Richardson balanced slide valve (longitudinal section) 183 

Richardson balanced slide valve (transverse section) 183 

Richardson balanced slide valve (plan) 183 

Richardson balanced slide valve (elevation of end packing, 

strips and springs) 183 

Allen-Richardson balanced slide valve (longitudinal section) . . 185 

Allen-Richardson balanced slide valve (transverse section) .... 185 

American balance valve (single disc, longitudinal section) 187 

Single disc, American balance valve 190 

Double cone American balance valve 192 

Piston valve for Baldwin four-cylinder compound locomotive. . 197 

Locomotive piston valve 198 



480 ILLUSTRATIONS. 

PAGE. 

Pemberthy automatic water gauge 199 

Star self-closing water gauge 200 

Crosby safe water gauge 201 

Regrinding locomotive gauge cock 202 

Mason air brake pump regulator 203 

Bell whistle 208 

Chime whistle " locomotive style " 208 

Crosby chime whistle — slide valve type 209 

Crosby single bell chime whistle 210 

Ashcroft four-tone chime whistle 210 

Johnstone flexible stay-bolt 215 

An improved locomotive eccentric v 220 

Rubber wound cloth packing 221 

United States piston rod packing. . . 223 

United States piston rod packing for pistons with enlarged ends 224 

Gibbs' vibrating cup for pistons with enlarged ends 225 

United States valve stem packing '. 226 

Jerome piston rod packing 227 

Jerome piston rod packing for pistons with enlarged ends 228 

Packing rings for Jerome piston rod packing 229 

Jerome valve stem packing 230 

Jerome valve stem packing rings 230 

United States air pump packing 232 

Jerome air pump packing 233 

Swab holder and swab for lubricating valve stems and piston rods 234 

Detroit triple feed locomotive lubricator (front view) 252 

Detroit triple feed locomotive lubricator (side view) 252 

Detroit triple feed locomotive lubricator (front elevation) 254 

Detroit triple feed locomotive lubricator (side elevation) 255 

Detriot triple feed locomotive lubricator (plan view) 255 

Detroit triple feed locomotive lubricator (sectional view of feed 

showing automatic safety valves above the glasses) 257 

Detroit triple feed locomotive lubricator (showing manner of in- 
serting and removing sight-feed glass) 258 

Detroit triple feed locomotive lubricator, with tippett attach- 
ment (front view) 259 

Detroit triple feed locomotive lubricator, with tippett attach- 
ment (side view) 259 

Detroit triple feed locomotive lubricator, with tippett attach- 
ment (front elevation) 260 

Detroit triple feed locomotive lubricator, with tippett attach- 
ment (side elevation) 261 

Detroit triple feed locomotive lubricator, with tippett attach- 
ment (plan view) ._ . . . 262 

Detroit triple feed locomotive lubricator, with tippett attach- 
ment showing method of connecting tippett attachment 

to locomotive 264 

Steam chest oil pipe plug 264 

Michigan sight feed lubricator 265 

Vertical longitudinal section Michigan automatic steam chest phig 266 



ILLUSTRATIONS. 481 

PAGE. 

Michigan sight-feed lubricator, side elevation 268 

Michigan sight-feed lubricator, front elevation 269 

Seibert triple sight-feed lubricator 272 

Cory's force-feed lubricator for oiling all journals, eccentrics 

and links while engine is running full speed 274 

Cory's force-feed lubricator 275 

McCanna locomotive force-feed cylinder lubricator 279 

Acme engine truck cellar and oil cup 280 

Acme automatic engine truck cellar, with acme sight-feed cup . . 281 

Acme oil cup 282 

Acme oil cup (sectional view) 282 

Guide cup 284 

Guide cup 284 

Spindle feed rod cup 285 

Locomotive bearing cup for connecting rods 285 

Oil cup for front end main rod on cross-head 286 

Valve stem oil cup 287 

Main rod, front end, oil cup 287 

Oil cup for rocker box on cross-head 287 

Oil cup for link hanger 287 

Grease cup for rods 288 

Glass grease cup for rods 288 

Crosby hand oiler 290 

McVicar hand oiler 290 

Galvanized iron box for demonstrating effect of various methods 

of loosening up packing 293 

Showing proper height of packing 295 

Showing bad conditions of packing at back end 295 

Showing excessive quantity of packing. . 298 

Tool for loosening up packing in journal boxes 300 

Tool for packing journal boxes in shops and shop yards 300 

Showing position of packing tool when used to loosen up pack- 
ing in each side of journal 301 

Showing position of packing tool when used to remove surplus 

packing 301 

Harrison dust guard 305 

Whistle connection and application of Gollmar bell ringer 308 

Gollmar bell ringer 309 

Gollmar bell ringer (sectional view) 310 

Sansom bell ringer 311 

Sansom bell ringer (showing internal mechanism) 312 

Chicago locomotive bell ringer 313 

Huff automatic steam blower _ 314 

Huff automatic steam blower (sectional view) 315 

Huff automatic steam blower (external view) 316 

Huff locomotive attachments 317 

C. & N.-W. R'y automatic blower valve 318 

Wallace & Kellogg's automatic variable exhaust nozzle 321 

Huff automatic variable exhaust (side view) 323 

Huff automatic variable exhaust (plan view) t 324 

si 



482 ILLUSTRATIONS. 

PAGB. 

Huff automatic variable exhaust (front view) 325 

Huff automatic variable exhaust (view from under side of loco- 
motive) 326 

Air pump exhaust feed water heater and cylinder lubricator. . . 328 

Mcintosh pneumatic blow-off cock 331 

Cab operating valve arrangement, Mcintosh blow-off cock 332 

Mcintosh pneumatic blow-off cock, showing arrangement of 

blow-off cocks on boiler 334 

Hornish mechanical boiler cleaner 336 

Hornish mechanical boiler cleaner (sectional view through front 

of boiler) . . . 338 

Hornish mechanical boiler cleaner (section through mud ring) . 339 

Climax blow-off cock 342 

Little Giant blow-off cock 343 

Johnstone blow-off valve 344 

Homestead blow-off valve 345 

Automatic air and steam coupler (plan) 346 

Automatic air and steam coupler (elevation) 347 

Linstrom non-freezing syphon pipe 349 

Sellers' strainer (view from under side showing straining plate 

partially removed) 351 

Sellers' strainer (position of strainer on locomotive) . . 352 

Heath feed-water strainer . . . . 353 

H-D locomotive strainer 354 

Hancock hose strainer 354 

Q and C — Priest snow Sanger (as attached to locomotive) 357 

Positive discharge engineer's brake valve — New York Air 

Brake Co .358 

Positive discharge engineer's brake valve — New York Air 

Brake Co. — (sectional view) 359 

Automatic emergency recorder, as applied to an 1892 West- 

inghouse engineer's brake valve 366 

Westinghouse latest improved slack adjuster 369 

Gould brake-slack adjuster 370 

Standard heavy locomotive globe valve 371 

Crosby spring seat valve 372 

Homestead straight-way valve 373 

Steam chest vacuum or air relief valve 374 

Richardson vacuum relief valve 375 

Blackall relief valve for use on locomotives 376 

Richardson combined pressure and vacuum relief valve 377 

Manner of covering a locomotive boiler with sectional lagging. . 380 

Method of securing sectional lagging to the boiler 381 

Asbestos covering for steam pipes 382^ 

Crosby indicator 385 

Crosby indicator (sectional view) 386 

Tabor indicator, fitted with drum stop attachment 393 

Ashcrof t reducing wheel .^ 399 

Tabor indicator, fitted with Houghtaling reducing motion and 

electric attachment 402 



ILLUSTRATIONS. 483 

PAGE. 

Thompson indicator 403 

Thompson indicator (sectional view) 404 

Indicator diagram 405 

Indicator diagram 406 

Boyer railway speed recorder 408 

Record of speed 409 

Boyer railway speed recorder, as applied to anocomotive 411 

Recorder pulley — Boyer speed recorder 414 

Oiler — Boyer speed recorder ,. . 417 

Pencil mechanism — Boyer speed recorder ^ 418 

Boyer speed recorder, as applied to passenger car 420 

Crosby locomotive counter 421 

Talbot automatic coupler for tenders 422 

Gilman-Brown emergency knuckle 424 

Hollow cast-steel cross-head for 4-bar guides 425 

Solid cast-steel cross-head for 4-bar guides 426 

Cast-steel cross-head for 2-bar guides 426 

Cast-steel rocker arm 427 

Cast-steel driving box 427 

Engine house heating — Sturtevant system 429 

Bruyn automatic swinging smoke jack 433 

Ferguson locomotive fire kindler / 435 

Chapman screw jack 438 

Joyce double movement screw jack 438 

Joyce rapid moving screw jack 439 

Norton ball-bearing ratchet screw jack 439 

Joyce geared locomotive jack 441 

Sectional view of Justice hydraulic jack 442 

Joyce hydraulic jack 443 

Geared journal jack 444 

Portable air jack 445 

Air jack and carriage 445 

Little Giant pneumatic motor chain hoist 446 

Locomotive pusher ( 447 

Leach "D" sander, showing adjustable air nozzle with check 

valve 450 

Leach " D " double sander 452 

Leach " D " single sander, showing application to an eight- wheel 

locomotive for sanding the rail going ahead only 453 

Leach " D " sanders — detail parts 454 

Leach " A " sander 455 

" She " sander, showing application to sand box 456 

" She " sander — detail parts 457 

Sherburne's arrangement for automatic sanding 459 

Huff pneumatic track sander 460 

Huff pneumatic track sander — detail parts 461 

Huff pneumatic track sander, showing application and pipe con- 
nections 462 

Engineer's valve — Huff pneumatic track sander 463 

A. B. C. track sander 466 



484 ILLUSTRATIONS. 

PAGE. 

Mudd track sander 466 

Mudd track sander (plan view) 467 

Mudd track sander (side view) 467 

Pneumatic hammer 469 

Pneumatic hammer, beading flues 470 

Pneumatic hammer, chipping steel casting 470 

Flue expander pusher . 471 

Chicago pneumatic flue cutter 471 

Chicago pneumatic mud ring riveter, mounted on truck 472 

Little Giant stay-bolt nipper 472 

Pneumatic drill 473 

Pneumatic drill (showing parts separated) 474 

Pneumatic drill (at work in machine shop) 474 

Piston air drill for drilling, reaming and tapping 475 






INDEX. 

PAGE. 

A. B. C. track sander 464 

Adjuster, automatic brake-slack 369 

Air brake apparatus 49 

pump regulator or governor, Mason 203- 

valve, new engineer's — N . Y . Air Brake Co 358 

Air pump exhaust, Wallace & Kellogg's 327 

" metallic packing 231 

Air and steam coupler automatic 346 

Allen-Richardson balanced slide valve 184 

American balanced valve 187 

Ashcroft pressure gauge 101 

" reducing wheels 399 

Ashton safety valve 132 

Automatic air and steam coupler 346 

" brake-slack adjuster 369 

" couplers 422 

" emergency recorder 365 

" steam blowers 314 

" track sanding 458 

Bell ringers 307 

Blackall relief valve ^ 376 

Blowers, steam, automatic 314 

Blower valve, C. & N.-W. R'y 318 

Boiler checks 177 

" cleaners 330 

" coverings 379 

" testing apparatus 171 

" washing and testing apparatus 171 

Boyer speed recorder 407 

Brake, air, apparatus r 49 

Brake-slack adjuster, automatic 369 

Brake shoes 68 

" valve, new engineer's — N. Y. Air Brake Co.- 358 

C. & N.-W. R'y blower valve 318 

Checks, boiler.' 177 

Check valve, swing intermediate 172 

Chicago bell ringer 313 

Cleaners, boiler. 330 

Climax blow-off cock. 341 

" flexible metallic joint , . . . . 86 

" steam pressure regulating valve 37 

(485) 



486 INDEX. 

PAGE. 

Coale safety valve : 121 

Cocks, blow-off 330 

" gauge 199 

" siphon 92 

Consolidated safety valve 130 

Corning brake shoe 78 

Cory's force-feed lubricator , 274 

Counter, revolution — Crosby 421 

Couplers, automatic 422 

Coupler, automatic air and steam 346 

Coverings, boiler 379 

Crosby locomotive revolution counter 421 

" pressure gauge 95 

" safety valve 126 

" spring seat valve 372 

" steam engine indicator 384 

Cups, oil 284 

Cylinder lubricator, Wallace & Kellogg's 327 

Detroit triple feed lubricator 235 

" " " " with Tippett attachment 258 

Diagrams, indicator, Reading 405 

Duplex air brake gauge 104 

" " pump — N. Y. Air Brake Co : 49 

Dust guards, journal box 305 

Eccentrics 219 

Eclipse reducing valve 39 

Ejector, the 174 

Electric headlight 9 

Emergency recorder, automatic 365 

Engine houses, heating 428 

" " smoke jacks for 432 

Exhaust nozzles, variable 320 

Feed valve, Westinghouse " 1900" 62 

Feed-water heater, Wallace & Kellogg's 327 

" strainers 351 

Fire kindlers 435 

Flanger. snow — Q and C — Priest 356 

Flexible metallic joints 81 

Force-feed lubricators 274 

Gauge cocks . . . , 199 

" hand or " pointer" pullers 112 

Gauges, pressure , . . . 88 

" pressure recording 110 

" testing 113 

" water 199 

Globe valves 371 

Gold pressure regulator 36 

Gollmar bell ringer 307 

Grease cups 288 

Guards, dust «. •*• 305 



INDEX. 487 

PAGE, 

Guide cups . 285 

Hancock " composite" inspirator 156 

feed-water strainer ; . . . 354 

" inspirator 156 

H and D feed-water strainer 353 

Hand oilers 290 

Harrison dust guard 305 

Headlight, electric 9 

Heath feed- water strainer • ,. . . 353 

Heating engine houses 428 

High pressure controlling apparatus 65 

Hoists, power 437 

Homestead blow-off cock 345 

" straight-way valve 373 

Hornish mechanical boiler cleaner 335 

Huff automatic steam blower 314 

" pneumatic track sander 460 

" variable exhaust nozzle 321 

Indicator diagrams, Reading 405 

Indicators, steam engine 383 

Injectors '. 134 

Injector oil cup . 173 

Inspirator, Hancock 156 

" oil cup -. . . 173 

Intermediate check valve, Swing 172 

Jack screws 437 

Jerome air pump packing 232 

" metallic packing 227 

" valve stem packing 229 

Jet pump 174 

Johnstone blow-off cock 344 

Joints, flexible metallic 81 

Journal boxes, dust guard 305 

" " packing in 292 

Journals, lubrication of 291 

Kindiers, fire 435 

Knuckle, coupler, emergency 423 

Lane pressure gauge 99 

Lappin brake shoe 75 

Leach " D" track sander 449 

Line check valve, Swing 172 

Lunkenheimer injector 163 

Linstrom siphon pipe 349 

Little Giant injector 1 69 

" " pneumatic blow-off cock 343 

Lubrication 235 

" journals 291 

Lubricators 235 

Lubricator, cylinder — Wallace & Kellogg's 327 

Mason reducing valve 32 



488 INDEX. 

PAGE. 

McCanna force-feed lubricator 277 

Mcintosh pneumatic blow-off cock 330 

McLaughlin's flexible metallic joint 84 

Meady safety valve 124 

Metallic joints, flexible 81 

Metropolitan injector 152 

Michigan sight-feed lubricator 264 

Moran flexible metallic joint 83 

Mudd track sander 465 

Nathan " Monitor" injector 151 

" " Simplex" injector 148 

New York air brake, duplex air pump 49 

' ". . " " tri P le valves 53 

Niagara injector 168 

Nozzles, exhaust, variable . .. 320 

Ohio injector 167 

Oil cellar, engine truck 280 

Oil cups. 284 

Oil cup, injector 173 

" inspirator . 173 

Oilers, hand 290 

Open cups 287 

Packing journal boxes 292 

Packing, metallic 221 

" rod 221 

Piston valve 197 

Pneumatic tools 469 

Pop safety valves 120 

Power hoists 437 

Pressure gauges 88 

Pressure, high, controlling apparatus 65 

Pressure recording gauges 110 

" regulators 30 

Pullers, gauge hand or " pointer " • • • • 112 

Pump, duplex air — N. Y. Air Brake 49 

" jet 174 

" regulator — Mason air brake 203 

Pusher, locomotive or car 447 

Recorder, emergency automatic 365 

" speed, Boyer 407 

Reducing valves : 30 

wheels, Ashcroft 399 

Regulators, pressure 30 

Regulator, pump, Mason air brake 203 

Relief valves 371 

Revolution counter, Crosby 421 

Richardson balanced slide valve 182 

" combined pressure and vacuum relief valve 377 

" relief valve 375 

Ringers, bell 307 



INDEX. 489 

PAGE. 

Rod packing 221 

Ross steam pressure reducing valve 43 

Safety valves, pop 120 

Sanders, track 448 

Sansom bell ringer 311 

Sargent brake shoe 70 

Screws, jack 437 

Seibert sight-feed lubricator 271 

Sellers' feed-water strainer 351 

" injector 139 

" She" track sander 455 

Sherburne's arrangement for automatic sanding 458 

Shoes, brake 68 

Siphons 92 

Siphon pipe, Linstrom 349 

Slide valves 181 

Snow flanger — Q and C — Priest 356 

Special automatic relief valve 45 

Speed recorder, Boyer 407 

Spindle feed cups 286 

Star pressure gauge 100 

" safety valve 122 

Stay-bolts . 212 

Steam and air copuler, automatic 346 

" blowers, automatic 314 

" chest vacuum valves 374 

" heating, directions for management of, on trains 31 

" engine indicators 383 

Steel, cast, for locomotive parts 425 

Swab holders 234 

Swing intermediate or line check valve 172 

Taafel pressure regulator 41 

Tabor steam engine indicator 391 

Tender brake shoe 73 

Testing boiler apparatus 171 

" gauges 113 

Thompson steam engine indicator 403 

Tools, pneumatic 469 

Track sanders 448 

Trains, heating by steam 31 

Triple valves — N. Y. air brake 53 

Truck brake shoe 73 

" oil cellar ' 280 

United States air pump packing 231 

" " metallic packing 222 

" " valve stem packing 225 

I'tica pressure gauge 102 

Valve, blower, C. & N.-W. R'y 318 

" brake, new engineer's — N. Y. Air Brake Co 358 

" check, swing intermediate 172 



490 



INDEX. 



PAGE. 

Valve, feed, Westinghouse " 1900" 62 

" globe 371 

" piston 197 

" reducing 30 

" relief 371 

" safety, pop 120 

" slide 181 

" triple, N. Y. air brake 53 

Variable exhaust nozzles 320 

Wallace & Kellogg's air pump exhaust, feed-water heater and 

cylinder lubricator 327 

Wallace & Kellogg's variable exhaust nozzle 321 

Washing, boiler, apparatus 171 

Water, feed, strainers 351 

Water gauges 199 

Westinghouse air brake — Westinghouse " 1900" feed valve. ... 62 

Whistles, steam 208 



THE SCIENCE OF RAILWAYS 

By MARSHALL M. KIRKMAN. 



'Thjc Science op Railways" Describes the Methods and Principles C02T< 

nected with the organization, location, capitalization, 

Construction. Maintenance, Operation and 

Administration op Railroads. 



IN TWELVE VOLUMES, COMPRISING BOOKS ON 

Railway Equipment. Fiscal Affairs ; Collection of Revenue. 

Railway Organization. Fiscal Duties of Agents and Con- 

F Sn5n-? g ' Constructin e and Main - PrlScipSs Governing Collection 

K» XJJ 5 . of Revenue 

Tram Service. General Fiscal Affairs. 

Passenger,Baggage, Express and Mail General Fiscal Affairs and Sta- 

Service. tistics. 

Freight Business and Affairs. Payment of Employes of Utah 

roftds 

Disbursements of Railways. Treasurer's o<rW 

E l°s n e°oi i Site I SS haSe ' ° are ^ Sffpk »~nt of Rail- 

Fiscal Affairs; Expenditures. 0rigin and Evo lution of Transporta- 

Economic Theory of Rates; Private tion. 

versus Government Control of Rail- Engineers ' and Firemen's Manual— 

xoads. General Index. 



" Officers and employes of railway companies and the students of this 
form of transportation owe you much. . . ." Marvin Hughitt, President 
Chicago and North-Western Railway. 

" To railroad men, whose duties so frequently run in a groove, they afford 
most useful information that could not otherwise be obtained, and they 
suggest improved methods that must be highly beneficial to railway manage- 
ment."— C. C. Harvey, President New Orleans and North-Eastern Railroad. 

" ' The Science of Railways ' shows a work of labor and thought. The 
subject is treated as none but a practical railroad man could treat it. The 
illustrations showing the modes of transportation from the primitive days to 
the present time are necessarily quaint and instructive. His delineations of 
character required to make a good and efficient railway officer are clear and 
pointed. His reference to the construction of railways, operation, mainte- 
nance of roadway and rolling stock are discussed with a clear head and hold 
the reader's attention. It is a work that should be in the hands of every 
railroad man, young and old. There is something in every volume interest- 
ing, and it is well adapted to the wants of young and ambitious railroad men, 
and it should be in the hands of those employes whose aim is advancement." 
—John M. Totjcey, General Manager New York Central and Hudson River 
Railroad Company. 

** A curriculum eminently adapted for the employe in any sphere of labor. 
It is of inestimable value as a book of reference." — Robert Dudgeon, Super- 
intendent Minnesota Transfer Railway Company. 

"I hope your work may be spread wide amongst railroad men as well as 
investors."— J. L. Ten Have, Frzn, Capitalist, Amsterdam, Holland. 

"Written with a grace and facility of diction which fairly entitle them to 
be received as literature of the first class."— Noah's Sunday Times. 

"The author's long experience, his great opportunities for acquiring 
accurate knowledge, his careful and thorough study of railway administra- 
tion, make his books authoritative, studious, thoughtful and enlightened."— 
Chicago Evening Journal 

published by 

The World Hallway Publishing Company, 

Chicago, III. 



THE SCIENCE OF RAILWAYS 

By MARSHALL M. KIRKMAN. 

" The Science of Railways " Describes the Methods and Principles Con- 
nected with the Organization, Location, Capitalization, 
Construction, Maintenance, Operation and 
Administration op Railroads. 



IN TWELVE VOLUMES, COMPRISING BOOKS ON 

Railway Equipment. Fiscal Affairs ; Collectionof Revenue. 

Railway Organization. Principles Governing Collection 

F S?nf™ g ' Constructin S and Main " FfscaflJS'of Agents and Con- 
taining, ductors. 

Train Service. General Fiscal Affairs. 

Passenger, Baggage, Express and Mail General Fiscal Affairs and Sta- 

Service. tistics. 

Freight Business and Affairs. Payment of Employes of Rail- 

Disbursements of Railways. Treasurer's Office. 

Economical Purchase, Care and The Re]ief Department of Rail- 
Use of Material, roads 
Fiscal Affairs; Expenditures. 0rigin and Evo lution of Transporta- 
Economic Theory of Rates; Private tion. 
versus Government Control of Rail- Engineers' and Firemen's Manual- 
roads. General Index. 



" Replete with valuable information and suggestions pertaining to the 
construction, operation and maintenance of railroads. The author's large 
experience in 1;he service has eminently qualified him for the authorship of 
these practical and didactic volumes.'* — George W. Parker, President and 
General Manager St. Louis, Alton <& Terre Haute Railroad Company. 

" An able and interesting work. ... I am not at all surprised at the 
thoroughness with which the work has been done, coming from the pen of 
Mr. Kirkman, as it is only in harmony with the completeness manifested in 
all his efforts and in all he does."— A. N. Towne, late Vice-President and 
General Manager, Southern Pacific Railway Company. 

" It is to be hoped that Mr. Kirkman's works will find not only a place in 
the library of every railroad man who wishes to be well informed in connec- 
tion with his business, but will also reach the general public. Mr. Kirkman's 
long connection with railway service eminently constitutes him an authority 
on such subjects. I hope ' The Science of Railways' will meet with a wide- 
spread circulation."— J. M. Whitman, General Manager, Chicago <fe North- 
Western Railway. 

" The work . . . ought to be in the hands of every progressive young 
man in the railway service. Each volume treats fully and completely its 
subject, and the work as a whole is an encyclopedia of railway methods and 
principles." — George A. Coe, Superintendent, Chicago & Erie Railroad. 

" A great work, clearly and intelligently set forth, with . . . enough 
elasticity to make it perfectly practicable to be adapted to local surroundings 
of every railroad. . . . Any man who has practical knowledge sufficient 
to handle any part of a railroad system can work in harmony with it." . . . 
— A,. A. Sharp, Superintendent, Yazoo & Mississippi Valley Railroad. 

" The author has had forty years' experience as an employe and executive 
officer of railways, and has been engaged thirty-four years in writing this 
work. It embraces the literature of the world on the subject, coupled with 
his own vast experience and research. Railroad men have long recognized the 
need of such a work. While it treats of specific things, it does not reflect the 
methods of any particular property or country. It portrays truly and vividly 
the principles and practices of the great art of transportation, under the gen- 
eral head of ' The Science of Railways.' Representative railroad men, with- 
out distinction, commend the work for its thoroughness, vast research and 
Impartial representation."— Brother hood of Locomotive Engineers' 1 Journal 



published by 

The World Kail way Publishing Company, 

Chicago, III. 



THE SCIENCE OF RAILWAYS 



By MARSHALL M. KIRKMAN. 



" Thb Science op Railways " Describes the Methods and Principles Con- 
nected with the Organization, Location, Capitalization, 
Construction. Maintenance, Operation and 
Administration op Railroads. 



IN TWELVE VOLUMES, COMPRISING BOOKS ON 
Railway Equipment. Fiscal Affairs ; Collection of Revenue. 
Railway Organization. Fiscal Duties of Agents and Con- 
Constructing, Financing and Main- Principles Governing Collection 
taming, of Revenue. 
Financing. .,-... . General Fiscal Affairs. 
Constructing and Maintaining. General Fiscal Affairs and Sta- 
Train Service. tistics. 

Passenger, Baggage and Mail Service. P roads 1 ' ° f Employes of Kail " 
Freight Business and Affairs. Treasurer's Office. 
Disbursements of Railways. The Relief Department of Rail- 
Economical Purchase, Care and roads. 

Use of Material. Origin and Evolution of Transporta- 

Fiscal Affairs; Expenditures. tion. 

Economic Theory of Rates. Engineers' and Firemen's Manual- 
General Index. 



11 The titles of the several volumes will show the extent of the ground cov- 
ered. The merit of the work will be found in the fact that it is the product 
of an expert in active railway service." — Aldace F. Walker, Chairman of 
Board of Directors, Atchison, Topeka and Santa Fe Railway. 

"I find the books most interesting. It is a work that ought "to be in the 
library of every railroad man. My wonder is, how the author, with all his 
business, could find time and courage to write and publish such a complete 
and elaborate work. He is certainly entitled to very great credit for it, as well 
asthe thanks of all practical railroad men."— Austin Corbin, late President, 
Long Island Railroad Company. 

"The books are the recognized standard on the subjects treated of in this 
country."— James McCrea, Vice-President, Pennsylvania Company. 

"These books are of great value to railway employes and to investors and 
others interested in railway properties." — William H. Newman, Vice-President, 
Great Northern Railway Company. 

"Of high educational value, because of the interest excited from the out- 
set in a subject of paramount importance to civilized man. . . . The illus- 
trations are impressive object lessons. The varied subjects discussed are 
treated in a most interesting and instructive way, and cannot fail to leave a 
deep and lasting impression on all thoughtful readers."— J. C. Wellino, Vice- 
President, Illinois Central Railroad. 

"The work is a remarkable one, very interesting and valuable to railway 
men, and students generally. It contains information that has not been com ■ 
piled heretofore, together with the practical ideas of a practical railway man 
applied to current operations of railroads. I commend the work most highly." 
— C. G. Warner, Vice-President, Missouri Pacific Railroad. 

"No young man in the railroad service, with the intention of pursuing 
that branch of commerce as a profession, can better equip himself than by a 
patient and careful reading of these volumes. I think Mr. Kirkman has ren- 
dered the profession and the public a valuable service by producing this 
work."— J. C. Stubbs, Third Vice-President, Southern Pacific Company. 

"Should be read by every man who is interested in railway affairs, and by 
those employes who intend to make railroading their life work, and who are 
ambitious for advancement therein. Strange as it may seem to some, these 
books, instead of being dry and tiresome reading, are as interesting as classical 
works of fiction; yet, at the same time, the knowledge derived from their 
perusal is of incalculable value— not alone to railroad men, but to all who are 
studiously inclined."— Theo. Low, Superintendent, Norfolk & Western Rail- 
way. 

"It is equally valuable to the general reader and to the railroad man. It 
is a vast storehouse of information in relation to the history, construction and 
operation of railroads and the duties and obligations of railroad companies as 
common carriers." — Henry C. Caldwell, United States Circuit Judge. 

"Mr. Kirkman has won very high distinction as an expert and reliable 
authority in railway management."— Report of Government IKrectors* Union 
Pacific Railway. 

published by 

The World Railway Publishing Company, 

Chicago, III. 



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